Adams, Frederick Upham Born in Boston, Mass. on 10 December 1859; died at Larchmont, New
York on 28 August 1921. In 1892 he published a treatise on atmospheric resistance
and its relation to the speed of trains which led the Baltimore & Ohio
Ralroad to build a prototype which was tested in 1900, but failed to achieve
the speeds predicted. Michael Harris.
Steam Days, 1999, (114) 114...

Allen, HoratioBorn in Schenectady on 10 May 1802 and died in Motrose, New Jersey,
on 1 January 1890. Graduate of Columbia University with high homours in
mathematics. Began his engineering career working on Delaware & Hudson
Canal. In 1826 he visted Britain to study the Stephenson type of locomotive
and met George Stephenson. He ordered one locomotive from Robert Stephenson
and three from Foster, Rastrick
of Stourbridge: one of these, the Stourbridge Lion, was the first
locomotive to run on a public line in the USA. In 1832 he arranged for the
construction of the world's first articulated locomotive, a 2-2-0 + 0-2-2
at West Point Foundry (see Macnair
Backtrack, 2012, 26, 756), for use on the South Carolina
Railroad. Marshall.

Baird, MatthewBorn in County Londonderry (Derry) in 1817, but moved with parents
to Philadelphia in 1821. Superintendent of the workshops of the Newcastle
& Frenchtown Railroad in 1836. In 1834 bought an interest in Baldwin
Works and on death of Baldwin he became sole proprietor. Associated with
initial use of firebrick arch in 1854 (US Patent 18,883 issued 15 December
1857). Retired in 1873 and died in Philadelphia on 19 May 1877.
Marshall and Wikepedia.

Baker, Abner B.Granted US Patent 1008405 on 14 November 1911 for a variable-cut-off
valve gear for engines

Beatty, Sir Edward WentworthBorn at Thorold, Ontario, on 16 October 1877; died in Montreal on
23 March 1943. He was the son of a shipowner, and educated at Upper Canada
College and at the Harbord Collegiate and Parkdale Collegiate Institute (now
the University of Toronto). After studying at Osgoode Hall law school, Beatty
was called to the bar of Ontario in 1901, when he joined the legal department
of the Canadian Pacific Railway (CPR), almost twenty years after his father
had sold his Great Lakes shipping company to the railway, and where he remained
as general shipping manager afterwards. Beatty moved rapidly through the
ranks becoming general counsel for the railway in 1913, vice-president in
1914, and a director in 1916. Two years later the outgoing CPR president,
Sir Thomas Shaughnessy, chose Beatty as his successor in preference to older
and more experienced officials. Beatty's youth, as well as his lack of practical
railway experience, made this one of the most controversial decisions of
the day, and throughout the inter-war years the CPR's profitability fell
in the face of vigorous competition from the newly nationalized Canadian
National Railway (CNR) and highway trucking systems. Beatty was blamed by
many for CPR's problems, and he was little helped by unsympathetic comparisons
to his chief rival, Henry Thornton, the charismatic
and outgoing president of the CNR. Beatty always resented what he viewed
as wasteful and unfair competition from the state-backed CNR. He laboured
to end it through a merger of the two systems, free from direct state control,
and it was a bitter blow to him when a royal commission permanently blocked
his attempt at a Canadian railway monopoly in 1932. On the more positive
side, Beatty tried to improve CPR's profitability by cutting railway expenses,
expanding its more remunerative shipping operations, and moving into passenger
airline services. The CPR was in fact beginning to recover when Beatty suffered
a massive stroke in 1941, forcing him to retire from the presidency a year
later. A life-long bachelor, Beatty volunteered much of his time, abilities,
and money to various causes. He served as chancellor of Queen's University
(191923). As chancellor of McGill University (192143), he did
not hesitate to use his position to remove prominent leftist academics from
the faculty as part of his ongoing battle against socialism and state ownership.
ODNB entry by Gregory P.
Marchildon.

Benger, F.A.Attended Queen's University and in 1913 became an apprentice at the
Canadian Pacific Railway Angus shops in Montreal. Benger plug, was devised
by him: type of washout plug differed from the standard cap plug in that
it consisted of two components, a threaded steel T male tail piece, and a
bronze female threaded cap. These were applied to the lower corners of the
firebox. The firebox openings had a machined facing and were cut flush with
the bottom of the water leg, allowing for an unhampered flow of washwater.
There was no threaded lip as used with the standard cap plug which sometimes
prevented scale from flushing clear. Benger became Chief Mechanical Officer
Internet and Locomotive Mag.,
1953, 59, 64

Besler, William JohnSee Loco. Rly Carr. Wagon
Rev., 1937, 43, 311-12 which refers to
sixteen-cylinder 4-8-4 locomotive for Baltimore & Ohio Railroad with
an Emerson water-tube boiler. The cylinders were to take the form of Besler
steam motors to be enclosed within oil baths.Patents (all GB)
404,472 Improvements in or relating to steam boilers of the forced feed
type with Doble Steam Motors Ltd. Applied 7 February 1833. Published
18 February 1934
437,759 Improved method of controlling the feedwater supply to steam
generators. Applied 8 June 1934. Published 5 November 1935.
463,298 Improvements in or relating to engine driven railway trucks.
Applied 24 August 1936. Published 25 March 1937.Besler Systems
461,527 Engine driven trucks for rail vehicles. Applied 25 April 1936.
Published 18 February 1937. Dehn, F.B.
464,960 Improvements in motor-driven railway undercarriage trucks.
Applied 1 May 1936. Published 28 April 1937.

Bissell, LeviMarshall states that Bissell
was born in about 1800 and died in New York City on 5 August 1873. Best known
for the Bissel[l] Truck, more correctly Bissell truck (two "l" on Patent
specification), the American Bissell also devised in about 1840 an air spring
for locomotives. This was a small cylinder placed over the axlebox, with
its piston rod bearing onthe latter. Sufficient air would then be pumped
into the cylinder tomake a pneumatic shock absorber. To ensure a hermetic
seal the piston had leather packing, with molasses (treacle) as a lubricant.
This device was never adopted, and probably never worked, although at one
time Matthias Baldwin contemplated its use as a means to circumvent the Eastwick
& Harrison patent for equalizing beams.The Bissel (Bissell) Truck (both spellings are used), which was widely
adopted, was a leading pair of carrying wheels which swivelled around a point
just in front of the first driving axle. It was the rear frame of this truck
which (by means of two horizontal radial links) was connected to the swivelling
point. On a curve the truck slid laterally on short inclined planes.The advantage
of this truck was that it did not force the driving axles into an unnatural
alignment on curved track. Sekon (Evolution
of the steam locomotive pp. 216-17) quotes from an advertisement
placed by Bissell "in truly American style" in the columns of the "sober
railway newspapers" to note the application of the Bissel truck to locomotives
on the Metropolitan Railway and to eight-wheeled carriages on the UK Great
Eastern Railway. Patent (British): GB 1273/1857. USP 62727 of
1857. He also appears to have shown an interesdt in compressed air as a form
of traction: see Nicholls.
Backtrack, 2001, 15, 403 and GB Patent 13710/1851 Means
of obtaining travelling carriage and other vehicles  applicable to
other like purposes.
(Woodcroft)
See: A. Sinclair, The Development of the Locomotive Engine (1907)
J.H. White, American Locomotives: an Engineering History 1830-1880
(1968).

Bowen, Henry Blane Born in Chapel-en-le-Frith, Derbyshire, on 17 May 1884; died Montreal
20 January 1965. Received technical training at Manchester School of Technology
and Ecole de Commerce, Lausanne, Switzerland. Apprenticed at Crossley Bros
Ltd, Manchester, 1901-4. In 1905 entered Canadian Railway service. On 15
May 1906 he joined the CPR as a machinist's apprentice at the new Angus shops
in Montreal. He was soon on the move again and in December 1906 he transferred
to Winnipeg and begin as a draughtsman. During the next thirteen years he
progressed to foreman on 5 August 1908; shop engineer on 15 February 1909;
chief draughtsman on 1 May 1911; to chief engineer 1 September 1918. On 12.4.1909
he married Eleanor, daughter of William Osborne Cross, Montreal. They had
2 sons and 1 daughter. On 1 January 1920 he was made works manager at Weston
shops and on 1 July 1928 became assistant superintendent of motive power
at Winnipeg, and on 1 September 1928, he moved to Montreal to become chief
of motive power and rolling stock on the retirement of C.H. Temple. In the
course of twenty years as head of the department, until retirement on 31
May 1949, he was responsible for the construction of 462 locos, many of them
of new design, outstanding among which were the Fl and F2 4-4-4s (1927);
H1 4-6-4s (1929); T1 2-10-4s (1929) and VS 0-8-0s (1930). He was responsible
for a number of innovations such as nickel-steel boilers and high-strength
alloys in the 4-4-4s. Following the use of H1d 4-6-4 No 2850 as the royal
train engine in 1939 the class became known as Royal Hudsons. The great 2-10-4s
were named the Selkirks::Locomotive
Mag., 1940, 46, 210..
It was Bowen's staunch advocacy of steam power which resulted in
the long retention of steam locos on the CPR, while other lines were changing
to diesels. His first wife died on 23 May 1950. In August 1950 he married
Mrs Louis Papineau. John Marshall.
See letter in Locomptive Mag.,
1936, 42, 233.

Brooks, Charles E. [Ned]Born c1887 in Constantinople and migrated to Canada with his parents
as a child. Completed his education at Trinity College, Port Hope, Ontario
and McGill University, Montreal, Quebec. His railway career began with the
Grand Trunk Pacific as a machinist in Western Canada. He progressed in various
roles at Rivers and Portage La Prairie, Manitoba., Watrous and Regina,
Saskatchewan., Wainwright and Edmonton, Alberta., and Winnipeg, Manitoba.
Following the absorption of the bankrupt GTP into the newly created, Canadian
National Railways, he was appointed Mechanical Assistant (Locomotives) to
the Operating Vice-President in 1920, and in 1923 was made Chief of Motive
Power at the CNR Montreal headquarters.That year the CNR took delivery from
the Canadian Locomotive Company (CLC) of the U-1-a class 4-8-2 Mountain type,
and the following year CLC delivered the five T-2-a class booster equipped
2-10-2s, which at the time were the heaviest and most powerful locomotives
in the British Empire. Brooks made an inspection tour of USA and Europe in
1923, and was particularly interested in the development of diesel engines.
Visiting the William Beardmore Company in Glasgow, he found them developing
a new light weight diesel and saw its potential. Orders were placed and the
following year the CNR Shops at Point St. Charles installed one in a railmotor.
Encouraged, some more railmotors followed, and in November 1925 ED61b class
No.15820 made a 2,937 mile (4,727 km) delivery run from Montreal to Vancouver
in 72 hours, never shutting down the engine and breaking world records for
endurance, economy and sustained speed over distance. Brooks oversaw the
development of the general purpose U-2-a class 4-8-4 Confederation (Northern),
and order for 40 being shared by CLC and Montreal Locomotive Works in 1927.
This was a highly successful design, over 200 eventually being built, in
various sub-classes. Brook's masterpiece was No.9000, the first mainline
diesel-electric in the world, completed in 1928. This V-1-a class locomotive
comprised two 4-8-2 (2-Do-1) units back to back, each with a Beardmore V-12
diesel rated at 1,330 hp at 800rpm, driving a Westinghouse generator. In
August 1929 the units commenced daily service on the International Limited,
between Montreal and Toronto. In 1932 they were separated and ran other services
until retirement in 1939. Brooks last locomotive was the K-5-a class
booster equipped 4-6-4 Hudson in 1930. With 80 inch driving wheels, they
were capable of 100 mph and were specially built to compete with Canadian
Pacific on the Toronto  Montreal corridor. At 330 tons, they were a
formidable machine. With the Depression inhibiting further development, the
motive power and car equipment roles were combined under Brooks leadership.
He was Chief of Motive Power and Car Equipment when he died prematurely on
10 April, 1933, aged 46. Information supplied by Michael Venn of Melbourne,
Australia. See also description of twin unit diesel ectric locomotive with
Beardmore engines. Locomotive Mag.,
1931, 37, 199.

Brown, William Henry Born Little Britain, Pennsylvania on 29 February 1836; died Belfast
25 June 1910. His parents were Quakers of limited means. Educated Central
High School, Philadelphia, later teaching himself engineering and surveying.
During the Civil War he served as an engineer. In 1864 he entered the service
of the PRR with which he remained for forty years: for the last 25 of which
he was chief engineer. His last major work was the Broad Street terminal
and station, Philadelphia, 1891-6, with a vast train shed with a roof span
of 300ft, the world's largest. Brown was a great believer in stone bridges
in preference to steeL Among his important bridges is one across the Susquehanna,
five miles west of Harrisburg. Other important works included rebuilding
Jersey City station four times, a bndge across the Hackensack River, the
elevated line through Newark, New Brunswick, and Elizabeth; Delaware River
bndge and RR, a new line from Philadelphia to Harrisburg, two new stations
in Harrisburg, and the low grade line through the Allegheny mountains at
Gallitzen. He retired on 1 March 1906.
Marshall

Bruce, AlfredBest remembered for his Steam locomotive
in America, published in 1952 which remains a standard reference today.
Bruce was born in West Boylston, Mass., and earned a degree in mechanical
engineering at Worcester Polytechnic Institute in 1901. Soon after graduation,
he found work at the Rhode Island Locomotive Works as a draughtsman. In 1904,
he moved on to Schenectady. He changed jobs again the following year from
the Northern Pacific Railway to American Car and Foundry and then back to
the American Locomotive Company's New York City office in 1908. He would
remain at Alco for another 38 years, designing steam locomotives. In 1924,
he was appointed designing engineer for Alco. Retirement in 1946 gave him
time to write his book. He died at the age of 76 on 19 January 1955, in
Riverhead, Long Island, N.Y. Introduced by
Glancey in an off-hand way.

Calthrop, Samuel RobertBorn in Swineshead Abbey, Lincolnshire on October 9, 1829. Educated
St. Paul's School, London and Trinity College, Cambridge. Refused to accept
the Athanasian Creed and not ordained and emigrated to the USA where he became
a Unitarian Minister. Invented a streamlined train whilst in Roxbury (Mass.).
He died in Syracuse in 1917.
Patent US. 49,227/1865 Improvement in construction of railway trains and
cars, granted 8 August 1865Michael Harris. Steam Days,
1999, (114) 114..

Campbell, Henry R.Born in about 1810 and died in about 1870. Originator of the 4-4-0
which he patented in 1837. Chief engineer of the Philadelphia, Germantown
& Norristown Railroad 1832-9. Chief engineer Vermont Central Railroad
1848-55. Marshall

Cassatt, A.J.President of the Pennsylvania Railroad from 1899 until his death in
1906. R. Bell shows links between the greatest
of English railways (the North Eastern) with this American line. Several
NER officials visited Pennsylvania.

Coffin, Joel S. Born in 1861; died 1935. Coffin pulled the Lima Locomotive Works together,
starting in 1916 when he and partner Samuel G. Allen purchased the assets
of the nearly broke Lima Locomotive Works. Lima was largely an industrial
locomotive builder which had only stepped into Class One locomotive construction
during 1911. They were not encumbered with the many unique characteristics
of locomotive builders like Baldwin and American Locomotive. Their legacy
was greatly successful and in many ways contributed to the downfall of the
giant Baldwin Locomotive Works, but also made ALCO a sharper competitor.
The prototype Super-Power locomotive was Number A-1, of the new 2-8-4 wheel
arrangement. In theory, it was the first locomotive that could produce more
steam per pound of coal than what the locomotive engine could use to pull
the train. It was a highly successful design and quickly embraced by the
railroads

Coffin, LorenzoBorn iin Alton, New Hampshire, USA, on 7 July 1823; died in Fort Dodge,
Iowa on 15. January 1915. (Marshall
augmented Internet). Not an engineer in the ordinary sense but a tireless
campaigner for safety on North American railroads. He identified the three
main causes of accidents on: the link and pin couplers, absence of continuous
brakes, and alcohol. He fought for the adoption. of the janney automatic
coupler and the Westinghouse air brake. In the end he succeeded when the
US Senate passed the Railroad Safety Appliance Act on 2 March1893. It Immediately
brought about a reduction of 6096 in accidents to railway employees which,
in 1881, had totalled 30,000. Passengers also benefited from the improvements.
S H Holbrook, Story o{ American Railroads, New York, 1947; J F Stover,
American Railroads, Chicago, 1961.

Cole, Francis J.Born in England in 1856: Died in Pasadena, California on 11 November
1923, After working on the West Shore and Baltimore & Ohio Railroads
he moved to the Rogers Locomotive Works and from 1902 at ALCO where he made
major contributions to locomotive design. In 1914 his Locomotive ratios
was published. see Locomotive
Mag., 1926, 32, 54, .
MarshallAtkins Dropping the
fire considers that the Cole experimental and demonstrator (with
superheater) 4-6-2s built by the American Locomotive Co. for the Pennsylvania
Railroad in 1907 and 1910, and which led to the celebrated PRR K4 class in
1914 led not only to the Gresley Pacifics, but also to the Britannia class
in terms of overall concept (Atkins' italics). Book: Locomotive
ratios (1914). Patents:

Collin, John B.Mechanical engineer Pennsylvania Railroad at Altoona from 1866 until
his death on 20 March 1886. Marshall from
entry on Axel Vogt. Patent: Sanding device for locomotives, US
Patent 271,039, 23 January 1883. Wikipedia 2012-11-08

Cooper, PeterBorn and died in New York 12 February 1791 to 4 April 1883. Inventor
and builder of the first American steam locomotive. No formal education.
At 18 was apprenticed for five years to John Woodward, a New York coach builder.
After experience in various businesses he bought a glue factory which he
ran with success. In 1828, with two partners, he erected the Canton Ironworks
at Baltimore. In 1829 he built Tom Thumb for the Baltimore & Ohio
RR, the first steam locomotive to be built in America apart from the experimental
machine built in 1825 by John Stevens. It was tested
on 25 August 1830 from Baltimore to Ellicott's Mills and back. In 1836 he
sold the property to the B&O for stock at $45 a share which he soon sold
for $230. He now expanded his interests until they induded a wire works at
Trenton, NJ, blast furnaces at Pittsburgh, Pa, a rolling mill and a glue
factory in New York, foundries at Ringwood, NJ, and Durham, Pa, and iron
mines in NJ. In 1854 he rolled the first structural iron for fireproof buildings
in the USA Cooper was responsible for the success of the New York, Newfoundland
& London Telegraph Co of which he was president for 20 years. He also
became president of the North American Telegraph Co. As a philanthropist
he was an early advocate of paid police and fire departments, sanitary water
services and public schools. In 1857-9 he founded the Cooper Institute in
New York for the advancement of science and art.
Marshall

Corliss, George HenryBorn 2 June 1817 in Easton, New York and died 21 February 1888 (Wikipedia)
and H.W. Dickinson A short history of the steam engine. Inventor and
manufacturer of high power stationary steam engines as used by Ramsbottom
in the rail rolling mills at Crewe.
Holley attempted to apply Corliss
valve gear to the locomotive, but without success.

Crawford, D.F.Invented a mechanical stoker which exploited the Westinghouse compressed
air supply to drive it: worked on Pennsylvania Railroad

Crerar, PeterBorn in Breadalbane, Perthshire in about 1785; died in Pictou, Nova
Scotia on 5 November 1856. Emigrated to Canada in 1817. Brought railways
and locomotives to the Albion Mines at Stellarton to convey coal to the tideway.
See Herb MacDonald in
Chrimes and in Early
Railways 1

Crocker, Charles Born in Troy, New York State, on 16 September 1822; died Montery,
California, on 14 August 1888. Son of Isaac Crocker, merchant of Troy. He
had little education. At an early age he began by helping his father. In
1836 he moved to Marshall County, Indiana, and earned his living at various
trades. In 1845 he discovered a bed of iron ore in Marshall County and
established a forge under the name of Charles Crocker & Co. When gold
was discovered in California he sold this business and led a party including
his two younger brothers, Clark and Henry, overland to the Pacific coast.
arriving there in 1850. In 1852 he gave up mining and opened a store in
Sacramento. In October 1852 he returned to Indiana for a while and married
Mary A Deming, By 1854 he was one of the wealthiest and most prominent men
in Sacramento. In 1855 he was elected to the city council. and in 1860 to
the state legislature. Soon afterwards he became associated with
Leland Stanford, Colis P.
Huntington and Mark Hopkins in the building of the Central Pacific Railroad
in the Sierra Nevada Mountains to connect with the Union Pacific then being
built westward from Ornaia, Nebraska. Crocker took charge of construction
work, leaving problems of financing and general policy to his associates.
Crocker had great energy and strongly supervised large groups of men. He
lived in the construction camps. faring no better than his men. and seldom
left them except for pressing business. He was constantly moving up and down
the line supervising contractors and workers. Under his supervision records
were made for speed of track laying. At one time it averaged 3 miles a day
through rough country. Work began on 22 February 1863 and was completed on
10 May 1869; seven years ahead of the time allowed by the US government.
In 1871 Crocker was elected president of the Central Pacific Railroad of
California. In 1884 he brought about the amalgamation of the Central Pacific
and Southern Pacific Railroads and took an active part in constructing the
line between San Francisco and Portland. In addition to his railroad interests
Crocker was concemed in real estate. banking and industrial interests throughout
California. He had great interest in irrigation projects. He built a house
in San Francisco costing $1,500,000. destroyed in the fire of 1906. In
1866 he was seriously injured when thrown from his caniage in New York City
and never fully recovered.
Marshall

Dickerman, William CarterBorn in Bethlehem, Pennsylvania on 12 December 1874; died New York
on 25 April 1946. Gained a degree in mechanical engineering in 1896.He began
his career at the Milton Car Works (later American Car and Foundry), where
his father was the general manager.During World War I, he was put in charge
of all ACF production, and became vice president in charge of operations
in 1919.Throughout his career Dickerman demonstrated a life-long interest
in the technical aspects of the steam locomotive, backed by his education
as an engineer, in his work in behalf of technical societies, and in many
appearances as a lecturer on the subject of railroad motive power.of Schenectady,
was President of the American Locomotive Company. Dismissed diesels as a
technological dead end, and went on to list the improvements that would increase
the possibilities of the steam locomotive: roller bearings, integral steel
castings, streamlining, superheaters, and coil springs. ALCo executives thus
believed that they were committed to technological innovation. But in fact
this technological innovation was limited to marginal improvements in the
familiar, traditional steam locomotive technology. It did not extend to the
development of radically new forms of motive power, such as diesels. In
management's opinion, diesels would always be relegated to specialized
applications, such as yard switching. See
Locomotive Mag., 1931, 37,
234-6.

Dreyfuss, HenryBorn in New York on 2 March 1902; died Pasadena on 5 October 1972.
Notable industrial designer of industrial goods including J3a Hudson type
for New York Central Railroad. Extensive literature by and about. online
info and Glancey

Dripps, Isaac L Born in Belfast on 14 April 1810; died Altoona, Pennsylvania on 28
December 1892. Whilst a child his parents emigrated to Philadelphia and educated
in city schools. At 16 apprenticed to Thomas Holloway, then the largest builder
of steamboat machinery in Philadelphia. In 1830 the company formed a subsidiary,
the Camden & Amboy Railroad Co in New Jersey, and ordered a Planet type
locomotive from Robert Stephenson & Co. In 1831 it arrived in Philadelphia
in parts which Dripps transported to Bordentown where he erected it, although
he had never seen a locomotive. It was named John Bull. In 1832-3
he added a leading pony truck and pilot (cowcatcher), He drove it on its
trial trip on 12 November 1831. According to
Le Fleming he experimented
with coal burning, inventing the smoke-box deflector plate and the
spark-arresting chimney with deflecting cone. His boiler design of 1832 shows
the first combustion chamber and a large, wide firebox with sloping back
plate, a remarkable forecast of the boiler of a century later. The
Monster of 1836 was a 0-8-0 with coupled wheels in two groups connected
by gearing. He stayed on the C&A for 22 yrs, at first in charge of locomotive
building in Hoboken shops (see Robert L Stevens).
He became superintendent of machinery, responsible also for the company's
steamboats. Later he became superintendent of motive power and machinery.
In 1853 he became partner in Trenton Loco & Machine works. Here he designed
and built a wide-tread-wheeled loco for running on different gauges. In 1859,
after closure of the firm, he was appointed superintendent of motive power
and machinery, Pittsburgh, Fort Wayne & Chicago RR, and moved with his
family to Fort Wayne. During the next 10 years he completely rebuilt the
mechanical department, making the shops the most modern in the USA. On 1
April 1870 he became superintendent of motive power and machinery at the
Altoona shops of the PRR where he constructed the most extensive railway
shops in the USA. Failing health forced him to resign on 31 March 1872, but
he continued to serve the PRR as consultant until 1878 when he had to retire.
He invented numerous mechanisms, tools, etc, for locomotives, freight and
passenger cars and steamboats, but never patented any.
Marshall

Dudley, Charles B.Ph.D chemist with the Pennsylvania Railroad, was the driving force
behind the formation of ASTM in 1898. For the Pennsylvania, Dudley investigated
the materials that the railroad bought in large quantities. He soon recognized
the need for standard material specifications for the railroad's suppliers.
Dudley founded ASTM as a place where standards for industrial materials could
be developed. Dudley's consensus principle  bringing together the main
parties involved in using a standard into one forum to develop a standard
 was the very foundation of ASTM. Dudley became the first president
of the Society, then headquartered in Philadelphia. ASTM's first standard,
Structural Steel for Bridges was written in 1901 by ASTM's first technical
committee on steel.

Eames, Fred W.About a year after John Y. Smiths
brake went on the market, Fred W. Eames received his first patent (No.
153,814, dated 4 August 1874). It appears that the primary difference between
Eames brake and Smiths was that the latter used a piston, mounted
on the car, while Eames used diaphragms mounted separately on each
truck. Eames established the Eames Vacuum Brake Company 14 February 1876,
and began manufacturing the brakes in his fathers machine shop on
Beebees Island at Watertown, New York. Off Internet..

Eastwick, Andrew McCalla Born 14 September 14 1810 in Philadelphia; died 8 February 8 1879.
Attended the public schools until his twelfth year. His first employment
was in a machine shop, and while working through the day he night school.
He next entered the service of Philip Garrett, a Philadelphia locomotive
builder and evenyually became a foreman. When 21 he was admitted to partnership,
the firm name being Garrett & Eastwick, locomotive builders. In 1835
they took as foreman Joseph Harrison, and in 1837,
when Garrett retired, Eastwick admitted Harrison to partnership, forming
the firm of Eastwick & Harrison. In 1840 two Russian engineers (Colonels
Melnckoff and Kroft) travelling in the United States, were impressed with
the locomotives built by Eastwick & Harrison and following negotiations
Eastwick and Harrison with Thomas Winans, of Baltimore, entered into contract
in the sum of three million dollars with the Russian Government through its
agent, Major George Whistler to build locomotives and rolling stock for the
St. Petersburg and Moscow railway. In 1844 Eastwick went to Russia. The success
of the undertaking won the favour of Czar Nicholas, and other contracts followed,
but at the end of the first contract, in 1849, Eastwick returned to Philadelphia.
having retired from active business, severing his connection with the firm.

Edmonds, George S.Superintendent of Motive Power on the Delaware & Hudson R.R. at
time of high pressure (water-tube boiler) triple expansion 4-8-0 No. 1403
L.F. Loree was in service. Also designer of locomotives with less
visible clutter, more akin to British lines..

Ennis, Joseph BurroughsBorn Wortendyke New Jersey in 1879. Died 22 September 1955. Began
work as draughtsman with Rogers Locomotive Co. in 1895. Major designer of
ALCO locomotives, becoming Chief Mechanical Engineer in 1912 and Vice President
for engineering in 1917. He was a senior vice president between 1941 and
his retirement in 1947.
Marshall..

Fitch, John Born in Windsor, Connecticut on 21 January 21 1743; died 2 July 1798.
was an American inventor, clockmaker, entrepreneur and engineer. He was most
famous for operating the first steamboat service in the United States. He
was largely unsuccessful in patenting his steamboat designs. He also designed
a model steam locomotive which predated Trevithick and this is preserved
in the State Museum in Columbus, Ohio. See Wikipedia and
Crittenden Loco. Mag., 1941,
56, 198.

Forney, Matthias NaceMarshall notes
that he was born in Hanover, Pennsylvania on 28 March 1835 and died in New
York City on 14 January 1908. Between 1861 and 1864 he worked for the Illinois
Central Railroad where he patented an 0-4-4T (back tank) with outside cylinders.
Le Fleming noted that he
was a promoter of the New York Elevated Rly., who brought out in 1872 the
type oflocomotive for use thereon. This was an 0-4-4 back tank with vertical
boiler. Most American tank engines carried their tank at the back and the
term "Forney" became general for tank engines in the USA. He took out many
patents according to Marshall and had extensive interests in journalism
(periodicals and books) about railroads. See
also Hennessey Backtrack, 2004, 18, 454.

Fry, Lawford HowardBorn in Canada in 1873, died New York 10 July 1948: was an international
authority on railway motive power.Brought to Britain at an early age, and
received his general education at Bedford Grammar School from 1886 to 1890.
Two years apprenticeship in the locomotive shops of the South Eastern
Railways Ashford works under James Stirling.,Obtained his theoretical
training at the Central Technical Institute and at the University of
Göttingen and the Technische Hochschule at Hanover. In 1897 he went
to the USA and after three years further training at the Baldwin Locomotive
Works, Philadelphia, under S.M. Vauclain, was for
the next six years assistant to the latter, being chiefly in charge of testing.
He came to London in 1906 as the technical representative in Europe for the
Baldwin Company. Seven years later he returned to America to take charge
of the metallurgical department of the Standard Steel Works at Burnham,
Pennsylvania, where he remained until 1930. Subsequently he joined the Edgewater
Steel Company, of Pittsburg, as railway engineer, an appointment he resigned
in 1943 to become director of research at the Steam Locomotive Research Institute
in New York, where under his personal and energetic direction work on locomotive
research was greatly accelerated and valuable results obtained. Mr. Fry
contributed a number of articles to the journals of the engineering institutions
of which he was a member, and he presented two papers to the IMechE, the
first in 1908 on Combustion
and Heat Balances in Locomotives, and the second in 1927 on
Experimental Results from a
Three-cylinder Compound Locomotive, for which he was awarded the T. Bernard
Hall Prize in the following year. He was a Fellow of the American Society
of Mechanical Engineers, which awarded him the Worcester Reed Warner Medal
in 1938 for his contributions relating to improved locomotive design
and utilization of better materials in railway equipment. He was also
a Member of the Institution of Civil Engineers. (Obituary, Proc. Instn
Mrech. Engrs., 1949, 160, 407).Locomotive
Mag., 1948, 54,
128

BooksLocomotive proportions. 1911.Reprinted from The EngineerA study of the locomotive boiler. Simmons Boardman, 1926.Frequently cited by more theoretically minded locomotive engineers
in 1930s

Fry also contributed to the Institution of Locomotive Engineers

Gibbs, Alfred WolcottBorn 27 October 1856 in Fort Fillmore in what is now New Mexico; died
on 19 May 1922 of a heart attack at his home in Wayne, Pennsylvania. He was
educated first at Rutgers College (18731874) and then at the Stevens
Institute of Technology (18741878), graduating in Mechanical Engineering.
He joined the Pennsylvania Railroad in 1879 as an apprentice. Gibbs was appointed
General Superintendent of Motive Power of Lines East in 1903, replacing William
W. Atterbury. He eventually attained the position of Chief Mechanical Engineer
of the Pennsylvania Railroad. He was instrumental in the design of a number
of important PRR locomotive classes, including the E6 4-4-2 Atlantic type,
the K4s 4-6-2 Pacific type, and the L1s 2-8-2 Mikado type. Wikipedia 2016-01-28.
Cousin of George Gibbs,

Gilbert, Rufus HenryBorn in Guilford, New York, on 26 January 1832. Trained as a medical
practitioner, but became superintendent of the Central Railroad in New Jersey
and sought to develop an elevated passenger carrying pneumatic tube system
for New York. Died on 10 July 1885. Wikipedia 16-07-2015 and
Miles Macnair. Backtrack, 2015,
29, 470

Graham, JosephBorn Crawford County, Pennsylvania on 22 May 1842; died Sacramento,
California in May 1939. Assistant engineer under J.H. Strobridge and Samuel
Montague in construction of the Central Pacific Railroad. When a child his
parents had emigrated by steamer from Erie to Illinois, and when aged 5 he
worked as a 'water boy' for his father's construction gang, then building
the Galena & Chicago Union Railroad, at first in Illinois. He also
worked with his elder brother who was engineer on the Rock Island & Peoria
Railroad. In 1860, to further his education, he attended Fulton Seminary,
but left in 1861 to enlist in the Civil War. In 1867 he moved to California
via Panama, at the request of Montague, and worked as chief assistant to
Charles Cadwalader near Truckee. He was then appointed construction engineer
in charge of the California-Nevada state line east through Reno and Wadsworth.
Graham and his men constructed the grading usually far ahead of the track
layers. He was later in charge of grading near Humbolt station, east of Golconda,
in Twelve-Mile Canyon on the Humbolt River near Palisade, the heaviest
construction between the Sierra Nevada and Promontory, finished towards
the end of 1868. He then moved to the Toano Mountains until January 1869.
Following completion of the Transcontinental he worked on many railroad projects
in California and Oregon until retirement in 1917.
Marshall.

Griggs, Geoge S.Born in New England in 1805; died in 1870.
Marshall is unusually vague, and only
incorporated because included in David Ross's
Willing servant. In 1834 appointed Master Mechanic of Boston &
Providence Railroad. In 1839 patented a continuous brake. Patented wooden
cushion driving wheels. Introduced firebrick arch in 1857, and probably invented
diamond stack chimney.

Gzowski, Casimir StanislausBorn in St Petersburg, Russia on 5 March 1813; died Toronto 24 August
1898. Son of Stanislaus, Count Gzowski, a Polish officer in the Imperial
Russian Guard. Studied military engineering in Russia and entered the Russian
army. In November1830 he joined the Poles in the expulsion of Constantine
from Warsaw, but was wounded, captured, imprisoned and exiled. In 1833 he
arrived in New York. In 1838 he married Maria Beebe, daughter of an American
physician, and they had five sons and three daughters. Lived in USA until
1841 when he moved to Toronto and was employed in the Canadian Dept of Public
Works. Left government service in 1848. In 1853 established the firm of Gzowski
& Co and obtained the contract for construction of the Grand Trunk Railway
from Toronto to Sarnia, 172 miles, completed in 1859. In 1871-3 he built
the international bridge at Niagara. Created KCMG 1890; was first president
of the Canadian Society of Civil
Engrs.Marshall

Harrison, Joseph JrBorn and died in Philadelphia, USA: 20 September 1810; and 27 March
1874. After little formal education apprenticed in 1845 to Frederick D. Sanno,
builder of steam engines. Sanno failed, and Harrison was then apprenticed
to James Flint. His locomotive work began in 1834 when he obtained employment
with William Norris, then engaged with Stephen H Long
(qv) in building locomotives of Long's design. 1835 became foreman at Garrett
& Eastwick, Philadelphia, who had just begun manufacturing locomotives.
He was entrusted with the design of the Samuel D. lngham locomotive,
the success of which led to the construction of others of the same design.
In 1837 Harrison became a partner in the firm of Garrett, Eastwick &
Co. In 1839 Garrett retired and the firm became Eastwick & Harrison.
In 1838 they were the first to establish the standard American 4-4-0 with
'three-point suspension', patented by Harrison in 1839. Locomotives of this
type rapidly became universal throughout America. In 1839 they built the
4-4-0 Gowan & Man, weighing just over 11 tons, which pulled 101
loaded coal cars on the Philadelphia & Reading RR. This achievement attracted
the notice of the engineers of the St Petersburg & Moscow Railway and
resulted in Harrison going to St Petersburg in 1843 where, in connection
with Thomas Winans of Baltimore, he carried out a contract for 162 locos
and for iron bogies for 2,500 freight cars. In 1844 Eastwick & Harrison
closed their Philadelphia plant and removed some of their equipment to St
Petersburg where the firm of Harrison, Winans and Eastwick completed the
contract in 1851. Eastwick and Winans remained in Russia to carry out further
contracts, but Harrison returned to Philadelphia. In 1859 he patented a new
boiler and in 1862 set up a works for its manufacture
Marshall
.

Haupt, HermanBorn Philadelphia on 26 March 1817; died Jersey City on 14 December1905.
Graduated at US Military Academy 1 July 1835 but resigned his commission
after 3 months to become assistant engineer on survey of a railway from
Norristown to Allentown, Pennsylvania, In 1836 appointed principal assistant
engineer in Pennsylvania state service while continuing with railway surveys.
In 1840 while constructing the York & Wrightsville Railroad he began
the study of bridge construction and published a pamphlet on the subject
In 1845-7 he was professor of mathematics at Pennsylvania College, Gettysburg,
and wrote his General Theory of Bridge Construction, published 1851. 1847
appointed principal assistant engineer on construction of the PRR and on
1 September 1849 became superintendent of transport and evolved a system
of organization for the PRR. From 31 December 1850 to 1 November 1852 he
was general superintendent of the road, and then became chief engineer until
the opening of the whole line to Pittsburgh including the section through
the Allegheny Mountain tunnel. In 1855 he was asked to examine the Hoosac
tunnel project on the Troy & Greenfield Raikroad and his favourable report
led to his appointment to supervise construction In 1856 he left the PRR
to carry out the tunnel which, after immense difficulties, was opened on
9 February 1875. In 1858 he developed a pneumatic drill better than any other
in use. During the Civil War in 1862-3 he was appointed chief of construction
and transport on USA military railways
(see also Wolmar). In 1867 he
visited Europe to explain his system of tunnelling machinery. In 1870 appointed
chief engr of the Shenandoah Valley Railroad. 1872-6 he was g mgr pf
the Richmond & Danville Railroad. In 1876 appointed by Pennsylvania
Transportation Co to const a pipeline to convey crude petroleum from the
Allegheny Valley to the tidewater. 1881-4 he was general manager of the Northern
Pacific Railroad when he saw its completion to the Pacific. 1886-8 he was
president of the Dakota & Great Southern Railroad. 1892-1905 president
of Compressed Air & Power Co. His published works include: Military
Bridges, 1864; Tunnelling by Machine, 1876; Street Railway
Motors, 1893. In 1838 he married Ann Cecilia Keller of Gettysburg: they
had 11 children. Marshall.

Heisler, CharlesRutherford, Backtrack, 1998,
12, 387 (388) notes that from 1894 the Stearns Manufacturing Co.
of Erie Pennsylvania marketed a logging type of locomotive with a Vee-type
engine mounted under the boiler and driving through shafts and bevel gears:
this had been developed by Charles Heisler.

Henley, Russell GrayBorn in Walkerton in King and Queen County on 17 May 1884; died in
Roanoke on 6 June 1953. Served apprenticeship at Richmond Locomotive Works
and when 21 entered service of Norfolk & Western Railroad. In 1924 he
became assistant to the Superintendent of motive power and became superintendent
on 1 June 1928. Worked with Pilcher on design of Mallet
2-6-6-4 and 2-8-8-2 for heavy coal haulage. On 1 February 1941 he became
general superintendent of motive power. He was a member of ASME. Roanoke
Times 7 June 1953. Glancey
shows his contribution to the continuance of coal burning locomotives in
Virginia. Experimental automatic 4-8-0
Locomotive
Mag. 1947, 53,
133-5.

Hill, Howard G.Started as an apprentice machinist on Texas and New Orleans Railroad
and beacme a mechanical engineer and a reservist in the Railway Branch of
the US Army in 1923. During World War 2 he had a key role in designing in
asspociation with American locomotive building industry the locomotives and
rolling stock ordered by the Army for use in Europe. His encounters with
Roy Hart-Davis or Davies are outlined inBacktrack, 2017, 31, 433

Hinkley, HolmesBorn Hallowell, Maine, USA, in 1793; died 1866. Worked as a carpenter
until 1823, then began as a machinist in Boston. In 1831 opened a small machine
shop in partnership with Gardner P. Drury and Daniel F. Child. Produced his
first locomotive in 1840, a 4-2-0. His works soon became the largest locomotive
manufacturers in New England. During the mid 1850s Hinkley was one of the
major locomotive builders in the USA, but production later fell rapidly and
the works closed in 1889. Hinkley delegated design work to
John Souther, but the firm was never in the forefront
with design because they favoured inside cylinders and other outdated practices.
Marshall .

Huntington, Collis PotterBorn Harwinton, Conn, on 22 October 1821; died near Raquette Lake,
NY on 13 August 1900. Railroad promoter and capitalist. Left school at 14
and, went to New York and pedalled merchandise, mainly watches, throughout
the southern states. 1842 opened a store at Oneonta, NY. In 1849, with his
wife, he set out for California with other 'fortyniners'. In a 3-month wait
in Panama he traded with success. In Sacramento he dealt in miners' supplies.
In 1860 his opportunity came when he met T.D. Judah who proposed to build
a railway over the Sierra Nevada mountains as part of a transcontinental
route, and Huntington put his savings into the enterprise. In 1861 the Central
Pacific Railroad Co was formed. Once government grants were secured Huntington
and his associates Charles Crocker, Mark Hopkins and Leland Stanford, known
as the 'Big Four', pushed the work through. Judah died in 1863 and Huntington's
party assumed control and the railway was completed to a join with the Union
Pacific Railroad on 10 May1869. Huntington and his associates next interested
themselves in a line from San Francisco via El Paso to New Orleans, in the
name of the Southern Pacific Railroad which subsequently leased the Central
Pacific and California Railroads, The line to New Orleans was completed on
12 January 1883. Until April 1890 Stanford remained president of the Central
Pacific and then of the SP. Huntington was agent and attorney for the SP
and on the boards of directors of the SP and Central Pacific. Outside the
SP his principal interest was in the Chesapeake & Ohio Railroad which
he acquired in 1869, becoming president, and extending it to Memphis, Tenn,
and founding the town of Newport News, Va as a deep-sea terminal. He was
also president of the Pacific Mail Steamship Co and of the Mexican International
Railway Co, and he had many other connections.
Marshall

Jabelmann, OttoDate and place of birth still to be traced. Died in January 1943?
whilst visiting England to investigate railway problems at the behest of
W. Averell Harriman and concluded that British railways needed 1200 more
locomotives, but that Jabelmann died before the report was completed
(Savage's Inland transport
footnote on page 407). In July 1936, William Jeffers, who had
become president of the Union Pacific Railroad in October 1937 named
Otto Jabelmann as his Assistant General Superintendent of Motive Power, with
his responsibilities being the head of the newly organized Bureau of Research.
Jabelmann was to head the design of both a new freight locomotive, which
became the 4-6-6-4 Challenger, and a new passenger locomotive, which became
the 4-8-4 Northern. Jabelmann became Vice President of Research and Mechanical
Design in May 1939, and continued to influence the design of UP's locomotives,
passenger cars and freight cars. He was responsible for the design of the
high speed Mallets (Challengers and Big Boys) used on the Union
Pacific See (briefly): Backtrack,
2001, 15, 554. The Big Boy was the largest steam locomotive
in the world in virtually every dimension; being designed to haul heavy
freight over Sherman Hill in Wyoming and over the Wahsatch Mountains of Utah.
The large 14-wheel tender attached to Big Boy could carry 28 tons
of coal and 24,000 gallons of water. This was enough to feed the locomotive
for about an hour when hauling a train over the Wahsatch or Sherman Hill.
The two mechanical stokers enabled the Big Boys to consume 9,9 tons of coal
per hour. In fact, a fuel stop was usually required at Red Buttes or Harriman
between Cheyenne and Laramie, a distance of 55 miles. A total of 25 Big Boys
were constructed for the U.P. at a cost of about $265,000 each. The first
order, No. 4000-4019, was placed in 1940. The other five, No. 4020-4024,
were ordered in 1944. The 4-8-8-4s built for the U.P. were the only locomotives
ever built with this wheel arrangement. The engines were used regularly until
1959. See Loco Profile No. 31. Steam
electric locomotive with oil-fired high pressure boiler and condensing turbines
with final drive as per diesel electric see
Locomotive Mag., 1939, 45,
231.

Janney, Eli HamiltonBorn in Loudoun County Virginia on 12 November 1831 and died at
Alexandria, Virginia on 16 June 1912. Inventor of automatic coupler, patented
in 1868 and subsequently improved.
Marshall. On April 1, 1873, Janney
filed for a patent entitled Improvement in car-couplings claiming
a knuckle style couplers which is still in use on railways. He was awarded
US Patent 138,405 on April 29, 1873. An Espacenet search through up: 2332/1905
Improvements in and relating to car couplings. and 26483/1909
Improvements in and relating to car couplings which greatly post-date
British uptake of this type of coupler.

Jervis, John BIoomfieldBorn in Huntington, New York State on 14 December 1795; died Rome,
NY, on 12 January 1885. Pioneer of railways in USA. His family moved to New
York in 1788 and later worked in his father's lumber business. Served under
Benjamin Wright on the survey of the Erie Canal and in 1819 was made resident
engineer of 17 miles of the canal, 1823 became superintendent of 50 miles
and responsible for traffic. In 1825 he became principal assistant to Wright
on the Delaware & Hudson Canal & Railway. On the resignation of Wright
in 1827 Jervis became chief engineer concerned with the railway from Honesdale
to mines at Carbondale, Pa, 16 miles. He recommended inclined planes with
stationary engines and level sections worked by locomotives. He trained other
men including Horatio Allen and prepared a specification
for the Stourbridge Lion, one of the first locomotives in the USA.
Jervis left the DHRR in May1830 to become chief engineer of the Mohawk
& Hudson Railroad. For this he surveyed a route which could be worked
by locomotives throughout. He designed the 4-2-0 Experiment, later
renamed Brother Jonathan: the first engine with a bogie, which was
built in 1832 by the West Point Foundry Co. The 4-2-0 is known as the Jervis
type. In its day it was the fastest locomotive in the world. On completion
of the MHRR and the Schenectady & Saratoga, of which Jervis was also
chief engineer, he became chief engineer to the Chenango (NY) Canal in April
1833, and of the enlargement of the Erie Canal in 1836. After a period on
municipal water supplies he became chief engineer of the Hudson River Railroad
in 1847. In 1850 he spent 4 months in Europe, after which he built the Michigan
Southern & Northern Indiana Railroad and the Chicago & Rock Island
Railroad. In 1861 he became general superintendent of the Pittsburgh, Fort
Wayne & Chicago Railroad. Resigned in 1864 but remained as consultant
until 1866 when he retired. At his death his home and library at Rome became
the Jervis Library by his bequest. Port Jervis, NY, is named after him. In
1927 the Delaware & Hudson named their finest loco, No 1401, after him.
Author of several political and engineering works.
Marshall and
Le Fleming and Wikpipedia
(2012-07-11)

Kiefer, Paul WalterBorn in Delaware in 1888; died 1968. Educated in the public schools
and Central Institute, Cleveland, Ohio, followed by a course of specialized
study in New York on locomotive and car design and operation. He completed
a four-year apprenticeship and subsequently held various posts in the maintenance
and equipment engineering departments. In 1919 he was in charge of the
dynamometer car and in 1920 became chief draughtsman in the locomotive
department. Later he successively became Assistant Engineer Rolling Stock,
Engineer Motive Power, and Engineer Rolling Stock. In 1926 Kiefer was appointed
Chief Engineer Motive Power and Rolling Stock. From 1 January 1926 Kiefer
took over as Chief Mechanical Engineer of Motive Power and Rolling Stock
of the New York Central System. At that time, its passenger business had
grown to a point where many of its main line trains had to be operated in
sections because the Class K-5 Pacifics assigned to passenger service could
only haul a maximum of 12 cars. Kiefer quickly decided to proceed with an
experimental 4-6-4 locomotive and selected the American Locomotive Company
to build it. He followed the example of Lima's William
E. Woodard and designed a locomotive with a large large grate area and
a four wheel trailing truck It was successful and became the J class. The
President, Pat Crowley, suggested the name Hudson for the type. The J3a series
were elegantly streamlined to mattch the rolling stock of the Twentieth
Century Limited to a design by Henry Dreyfuss.
Glancey makes much of the train
and its motive power. Kiefer published A practical evaluation of railroad
motive power. He was a member of the American Branch of the Newcomen
Society of England and of the Franklin Institute of Philadelphia, a fellow
of the American Society of Mechanical Engineers. He had the honorary degree
of M.E. of Stevens Institute of Technology and received the A.S.M.E. Medal,
1947, for work in railroad transportation. His Mohawk 4-8-2 for fast freight
and then mixed traffic duties is considered by Poultney in Locomotive
Mag., 1942, 48, 212 and
Locomotive Mag., 1943, 49,
10. .

Kiesel, William F.Designer of fast 4-6-0 for Pennsylvania Railroad and developer of
formulae for assesseing locomotive power.

Kirchhof, Julius Chief engineer at Franklin, came originally from Austria, but had
previously worked for the Dabeg Company in France, so he had Chapelon
connections, and indeed Chapelon observed poppet valve tests at Franklin
in 1939.Patents relating tto poppet valve gear:US 2243055Locomotive valve actuating mechanism, applied 7
July 1938. published 20 May 20 1941US 2155195Adjustable thrust bearing for valve springs, applied
28 October 1935 published 18 April 1939

Knight, JonathanBorn Bucks County, Pennsylvania on 22 November 1787; died East Bethlehem,
Pennsylvania on 22 November 1858. Civil engineer, Baltimore & Ohio RR.
Largely self educated. At 21 began as a school teacher and surveyor. In 1816
appointed to survey and map Washington County, Pennsylvania. Assisted in
surveys for the Chesapeake & Ohio Canal and the national road between
Cumberland, Maryland and Wheeling, West Virginia, which, in 1825 he extended
through Wheeling and through Ohio and Indiana to Illinois. This important
work brought him into prominence as an engineer and in 1827 he was appointed
by the Baltimore & Ohio RR Co to survey part of the route. In 1828-9
he accompanied Whistler and
McNeill to England to study railways and locomotives.
On return to USA he was appointed chief engineer to the Baltimore & Ohio
RR, responsible for designing structures and machinery and letting contracts.
On leaving in 1842 he became a consulting engineer.
Marshall.

Lewis, David MillerInventor of draughting system which aimed to control back pressure.
Took out several US Patents in 1920s: e.g. USP 1,539,125 of 1925. Company
known as Lewis Draft Appliance.
Lawson Billinton modified one of
his K class 2-6-0s with the apparatus. British patent GB 161,943 (15
April 1920): Improvements in method of and apparatus for controlling back
pressue and draft in locomotives using dash-pots (published 11 July
1922)...

Lipetz, AlphonseBorn in 1881 in Poland; died in 1950. Lipetz was educated at the Warsaw
Polytechnic Institute, from which he received the degree of Engineer Technologist
(mechanical engineer) of the first grade in 1902. In 1903 he entered railway
service in Russia as an apprentice on the Moscow-Kiev-Voronesh Railway, later
serving as fireman, locomotive driver, inspector, and assistant master mechanic.
From 1906 to 1909 he was assistant professor of thermodynamics and railway
mechanical engineering at the Kiev Polytechnic Institute, also passing
examinations preliminary to degree of Doctor of Engineering. For three years
he held administrative positions on the Tashkent Railway, and for the three
years following was chief of the locomotive department, Ministry of Railways,
Russia. From 1915 to 1920 he served the Russian Railways in the United States,
first as representative of the Russian Ministry of Railways and then as assistant
chief and, later, chief of the Russian Mission of Ways of Communications
in the United States. Since 1920 he has been connected with the American
Locomotive Company, first as European representative in Paris, and since
1925 as consulting engineer at Schenectady. Consultant to ALCO. Professor
at Pudue University from 1927 (collection of papers at Library thereat).
Patent US 2034585 for a pneumatic drive diesel locomotive filed 10
October 1932, published 17 March 1936. ASME papers including Tractive Effort
of Steam Locomotives (Locomotive RatiosII). Consultant on Big Boy 4-8-8-4
project. Glancey made the
introduction: remainder off Internet.

Long, Stephen HarrimanBorn in Hopkinton, New Hampshire on 30 December 1784; died AIton,
Illinois on 4. September 1863 .Graduated from Dartmouth College in 1809.
In 1814, after a period of teaching, he entered the army as an engeerr. Became
an explorer and in July 1820 discovered the peak in the Rockies named after
him. In 1823 he became interested in railway routes. In 1826 he patented
a coal-burning locomotive. In 1827 he was assigned by the War Department
as consulting engineer for the Baltimore & Ohio Railroad and in association
with Jonathan Knight selected the route. Later president
of its board of engineers. In 1829 he published his Railroad Manual,
the first American work on the subject. In 1832, with William
Norris and several partners, he formed the American Steam Carriage Co.
Its unorthodox designs were not a success and after building about 6 engines
the partnership was dissolved in 1834. He then surveyed routes for a railway
in Georgia and Tennessee. 1837-40 he was chief engineer of the Atlantic &
Great Western Railroad. He was interested in bridge construction, on which
he published pamphlets in 1830 and 1836.
Marshall

Loree, Leonor FresnelMarshall states
born Fulton City in Illinois on 23 April 1858 and died in West Orange, New
Jersey on 6 September 1940. He was a civil engineer and railway executive.
Educated Rutgers College. He worked both for the Pennsylvania Railroad and
the US Army Corps of Engineers. In 1884 he became engineer of maintenance
of way, Indianapolis and Vincennes division of the Pennsyvania RR, and in
1888 in its Pittsburgh division which, with its large traffic in ore and
coal, and many curves, was considered a severe operating problem. Loree increased
operating efficiency, introducing the lap siding. His continued progress
led to him being made general manager of Penn Lines West in 1896 and fourth
vice president in 1901. Early in 1901 the Pennsylvania acquired a controlling
interest in the Baltimore & Ohio to which Loree was elected vice president.
His innovations and leadership resulted in much improved efficiency and
co-operation with other railroads. He introduced Walschaerts valve gear and
Mallet locomotives. He gradually became responsible for more railroads
and took a leading role in guiding the course of railroad politics in the
eastern states. In 1922 he published Railroad Freight Transportation,
an outstanding analysis. POn the Delaware & Hudson he was responsible
(as President) for the eponymous 4-8-0 No. 1403 L.F. Loree: a triple
expansion compound with water-tube boiler: see
Loco. Rly Carr. Wagon Rev., 1933,
39, 227.

McAdoo, William GibbsBorn in Marietta, Georgia on 31 October 1863. Died Washington DC on
1 February 1941. President of the Hudson and Manhattan Railroad Co. which
constructed a tube tunnel under the Hudson which opened in 1908. Politician
who died in Washington DC on 1 February 1941. Highly influential in finance
during WW1 and instigated the USRA standard locomotives.
See Thayer ILocoE Paper 105. Also
Wikipedia (2015-005-06)

MacFarland, Helon B.Engineer of tests of the Atcheson, Topeka and Santa FC R.R., U.S.A.
He made a long and elaborate series of experiments on every class of engine
on that railroad, which were recorded very fully in a paper read by him in
1912 before the International Fuel Association at Chicago. In practically
all these tests MacFarland found that the back pressure was nearly constant
at all speeds, and did not increase as the speed increased. From these tests
he deduced that the back pressure horse-power was equal to a constant multiplied
by the speed, the constant differing with the dimensions and design of each
engine. For American 4-4-2 and 4-6-2 type heavy passenger engines the constant
varies from 6 to 10, according to the design, and this figure multiplied
by the speed in miles per hour gives the back pressure horse-power at that
speed. The engines tested were considerably larger than British express engines
and the mean back pressure in psi was also considerably greater
(Ahrons discussion on C.J. Allen ILocoE
paper).USP 1,173,447 Muffler for locomotives and
the like. Applied 15 July 1914. Published 29 February
1916..USP 1,125,361Draft-inducing means for locomotives and the
like.Applied 20 December 1913. Published 19 January 1915.

McNeill, William GibbsBorn Wilmington, North Carolina on 3 October 1801; died Brooklyn on
16 February 1853. Son of Dr Charles Donald McNeill. His great-grandfather,
after the Battle of Culloden, had emigrated from Scotland with the famous
Flora McDonald in 1746. Educated near New York and began his career in the
army where he became a friend of George Washington.
Whistler. In 1823 transferred to the Corps of Topographical Engineers
and was employed to ascertain the practicability and cost of building a railway
or canal between Chesapeke Bay and Ohio River across the Allegheny mountains.
He also surveyed the James river and Kanawha canals and the Baltimore &
Ohio RR. In recognition of his work he was made a Member of the Board of
Engineers and in 1828, with Whistler and
Jonathan Knight he was sent to England to study railway
construction and there met George Stephenson. Convinced of the practicability
of railways he returned to the USA where he and Whistler became joint engineers
on several projects in the eastern states. With Whistler, or alone, he was
engaged on the Baltimore & Ohio; Baltimore & Susquehanna; Paterson
& Hudson River; Boston & Providence; Providence & Stonington;
Taunton & New Bedford; Long Island; Boston & Albany; and Charleston,
Louisville & Cincinnati. In 1834 he became brevet-major of engineering.
1837 resigned from the army and became engineer to the state of Georgia,
conducting surveys for a railway from Cincinnati to Charleston. In 1842 he
became involved in quelling political disturbances. In 1851 he visited Europe
in an attempt to recover his declining health, and in London he was the first
American to be elected MICE But his health had been damaged by overwork and
on his return to the USA he died suddenly.
Marshall.

McQueen, WalterOne of that multitude of Scotsmen
(Marshall born 1817, died 1893) who
participated in the early development of the American locomotive, Walter
McQueen built his first locomotive in 1840 at Albany. This was Old Puff,
a Norris type machine. He was later master mechanic ('the best master mechanic
in the country') at the Schenectady Locomotive Works and was evidently the
life and soul of that Company, becoming superintendent in 1852 and subsequently
a vice-president. He did much to develop the American 4-4-0, and in 1848
introduced the smokebox saddle. The latter, in the form of a plate, was primitive
compared with Mason's later box form saddle, but nevertheless may be regarded
as the forerunner of this component. See: J. H. White, American Locomotives:
an Engineering History 1830-1880 (1968).

Mahone, WilliamBorn in Vermont, USA, on 1.December 1826; died Washington 8 October
1895. Civil engineer and president of the Norfolk & Western Railroad.
In 1851 he became enginee of the Norfolk & Petersburg Railroad of which
he became president, chief engineer and superintendent in 1861. He served
as a Confederate soldier in the Civil War. Returned to railway work in 1867
and in 1870 created the Atlantic, Mississippi & Ohio Railroad out of
three short lines from Norfolk to Bristol, thus becoming president of what
in 1881 became the Norfolk & Western Railroad. In 1880 he was elected
to the US Senate. In February1855 he married Ortelia Butler and they
had 3 children. Marshall .

Marsh, SylvesterBorn in White Mountain Village, New Hampshire, USA, on 30 Septeember
1803; died Concord, New Hampshiire on 30 December 1884. Builder of the first
mountain rack railway Aged 19 he walked 150 miles to Boston to find employment
In 1833 he moved to Chicago, then a settlement with a population of only
300, and became prominent in the meat canning industry. In 1855 he took up
the idea of a cog railway to the summit of Mount Washington close to his
old home. After many attempts he obtained a concession and the assistance
of financiers. Work began in 1866 and on 3 July1869 the line was opened,
one of the roughest and oddest railways ever built The original locomotive
is preserved and the line still operates. The ladder-type rack formed the
prototype of that designed by Riggenbach.
John Marshall

Mason, WilliamBorn Mystic, Connecticutt on 2 September 1808; died Taunton, Massachusetts
on 21 May 1883. Locomotive manufacturer. Began in textiles, inventing
improvements to textile machinery. In 1835 went to Taunton and in 1842 purchased
the plant of Leach & Keith, producing textile machinery and general
engineering. Began building locomotives in 1852, completing his first on
11 October 1853. The 700th was completed a week after his death. He built
locomotives 'for fun' (his statement) and made no profit on them. His locomotives
were noted for their beauty and symmetry of design and excellence of workmanship,
and they influenced North American locomotive construction. He also manufactured
railroad car wheels with tubular spokes.
Marshall. See also Internet and
H.M. Le Fleming in Illustrated
encyclopedia of world railway locomotives.

Miller, E.L.E.L. Miller ordered Baldwin's second full size locomotive and the
first to use Baldwin's patented "half crank" in which the wheel formed an
arm of the driving crank by the use of an offset extension of the axle fastened
to a wheel spoke. The engine was ordered in 1833. This locomotive, the Charleston
& Hamburg's tenth, was named for Miller and was completed on February
18, 1834. The E.L. Miller was the first C&H locomotive to have
a swivelling four-wheel truck (bogie) at the front and a pair of 54in driving
wheels with the half crank located behind the firebox. The drivers were cast
of solid bell metal, but these brass wheels which were to have superior adhesion
soon wore out. No other locomotives were built with the same feature, although
some were built later with brass tires. The C&H was disappointed in the
performance of the engine and did not order another Baldwin product until
1836 when its 28th engine, The Philadelphia was ordered

Mitchell, AlexanderBorn in Nova Scotia in 1832; died 1908. Locomotive engineer and originator
of the 2-8-0 type. Began as a machinist in the Camden & Amboy shops.
1859-61 assistant superintendent of Trenton locomotive works, New Jersey:
then joined the Lehigh Valley RR until his retirement in 1901. In 1866 he
built the first 2-8-0 named Consolidation which gave its name to the
type which became the most numerous in the USA. The name commemorated the
consolidation of the Lehigh & Mahoning RR with the Lehigh Valley RR.
In 1867 he assisted in the design of the first 2-10-0 to be built in the
USA.

Muhlfeld, John EhrardtBorn Peru, Indiana on 18 September 1872. Died New York on 19 June
1941. Trained at Purdue University. Superintendent of Motive Power Baltimore
& Ohio Railroad. Master Mechanic Grand Truk Railway of Canada. In 1910
established himself as a Consulting Engineer. (John Marshall). Became involved
in experiments with pulverized fuel (see publication) and
David Jackson's J.G. Robinson: a lifetime's
work (p. 192 et seq) for experiments involving Robinson 2-8-0
type. Marshall claims that Muhlfeld
was responsible for the first Mallet locomotives in the USA. Three cross
compound 2-8-0s were constructed for the Delaware & Hudson Railroad.
A triple expansion 4-8-0 with a boiler pressure of 500 psi and a water tube
firebox, but with a fire tube boiler was also supplied. These locomotives
are barely mentioned by van Riemsdijk.
This is mainly from Marshall (including the publications, only the last of
which is a book: verified Library of Congress Catalog): remainder presumably
reports. See also Le Fleming
in: P. Ransome-Wallis, Concise Encyclopedia of World Railway Locomotives
(1959).PublicationsPulverized fuel for locos. New York.
1916 Tractive power and haulage capacity of steam locos. New York, 1924.
Economics of railway motive power and train service. New York, 1935.
The railroad problem and its solution. New York: Devin Adir, 1941.
290pp.
Articles in 14th and 15th editions of Encyclopedia Britannica. and
probably involved in eight volume Complete Practical Railroading (Chicago:
International School of Engineers, 1911)
Also may have contributed paper at 7th International Railway Congress in
Washington in 1905.

Murray, William S. Youngest of a family of five children, attended St. John's College
at Annapolis and then Lehigh University of Pennsylvania, in which he completed
the electrical engineering course. He then accepted a position in the shops
of the Westinghouse Electric and. Manufacturing Company, where he served
as an apprentice for two years and from that position was graduated to the
testing department, hence he passed on to the construction department and
was later placed in charge of engineering and construction for the New England
district of his company. Later he was chosen for work on the first high tension
transmission plants in the east, the economic feature of which suggested
to Murray at that time the application of the high voltage overhead system
to railroad electrification, which several years later he installed on the
New York, New Haven & Hartford Railroad. This system was then adopted
as standard on all the Swiss government railroads and is also standard with
the Pennsylvania system. Murray was directly connected with the New York,
New Haven a Hartford Railroad Company as their electrical engineer for eight
years and ou the 1st of January, 1917, accepted the office of assistant to
the president of the Housatonic Power Company and was later elected to its
presidency (Internet). Conducted tests on electric shunting locomotives:
Locomotive Mag., 1914, 20,
217

Nicholson, John L.Inventor of thermic syphon, sometimes known as Nicholson thermic syphon
(or siphon): large number of patents: key ones between about 1816 and 1926.
No biographical data other than of Chicago.

Norris, SeptimusBorn in 1818 and died in Philadelphia in 1862. Locomotive manufacturer.
Brother of Richard and William. He was active in the development of coal-burning
locomotives and was the first to use a long-wheelbase leading bogie truck.
Septimus was probably responsible for the first 4-6-0 locomotive, Chesapeake,
which the Works turned out in 1846, and he patented several inventions: boiler
designs and, with Jonathan Knight, a locomotive valve gear.

Osborne, Richard Boyse Born in London on 3 November 1815; died in 1899. Eldest son
of R.B. Osborne of Graig, Co. Wexford, and of his wife, Lucinda Caulfeild,
daughter of John Humfrey, of Killeig, Co. Carlow. When a young man, Osborne
went to Canada, and some months later to Chicago, then little more than a
village. During the four years he spent in the West and South he planned
and laid out several towns which have since become cities of importance.
In 1838 he joined the staff of the Philadelphia and Rending Railroad, and
rapidly rose until he became the chief engineer. During the time he held
that position he completed the main line of the Reading railway, constructed
the Port Richmond branch and large wharves, and built many important bridges,
tunnels. Osborne developed the first railway bridge to use all-iron Howe-type
trusses, erected in 1845 near West Manayunk, Pa. Later that year he was appointed
Engineer under Charles Vignoles on the Waterford and Limerick Railway, and
was responsible for the design of several iron bridges on the line, including
a large skew bridge at Ballysimon. In 1850 he left Ireland for Panama, and
after six months he returned to the USA, where he remained, working as an
engineer and railway promoter. He settled in Philadelphia with his wife,
Eliza. Grace's Guide. John Ropley (NBRSG
Journal Issue 59 p. 28) suuggests Osborne introduced bogie coach
to Ireland in 1848.

Parsons, William BarclayBorn 15 April 1859; died 9 May 1932. In 1871 he went to school in
Torquay in Devon and for the four years following studied under private tutors
while traveling in France, Germany and Italy. Parsons received a bachelor's
degree from Columbia College in 1879, and a second from Columbia's School
of Mines in 1882. From 1882 to the end of 1885, he was in the maintenance
of way department of the New York, Lake Erie and Western Railroad. He was
Chief Engineer of the New York Rapid Transit Commission, and as such responsible
for the construction of the Interborough Rapid Transit (IRT) subway line.
In 1900 he published an account of his work as Chief Surveyor of China's
CantonHankou Railway. "...Parsons, acting for an American syndicate,
accepted the direction of a survey of 1,000 miles of railway in China, primarily
on the line from Hankow to Canton. The party passed through the then "closed
province of Hu-nan, and the success of the entire venture depended not alone
on the engineering skill but primarily upon the ability of the leader of
the expedition to meet the extremely difficult diplomatic problems involved.
Nevertheless, the mission was accomplished and the small group of American
engineers, to the surprise of many of their friends, returned in safety.
Parsons told the story of this adventure in An American Engineer in China"
He was appointed to the Isthmian Canal Commission in 1904, and early in 1905
went to Panama as a member of the committee of engineers which subsequently
reported in favor of a sea-level canal...In 1904 Parsons was also appointed,
together with the famous British engineers Sir Benjamin Baker and Sir John
Wolfe-Barry, to membership on a board to pass on the plans of the Royal
Commission on London Traffic. He always considered his selection for the
post one of the greatest of the many honors which came to him.
In 1905, he was appointed chief engineer of the Cape Cod Canal. Completed
in 1914, it joined Massachusetts Bay and Buzzards Bay and demonstrated that
a canal without locks could be built between two bodies of water where
considerable tidal differences existed.
A part of 158th Street in Queens was named after him as Parsons Boulevard,
giving rise to the station names Parsons Boulevard and Jamaica Center 
Parsons/Archer.
He was commissioned as a colonel in the SpanishAmerican War, and promoted
to General in WW1. William Parsons was the Colonel of the 11th Engineers
of the American Expeditionary Force (AEF) in France during WW1. He participated
in the engagement at Cambrai, where, suddenly attacked by Germans while making
railroad repairs, the engineers fought with picks and shovels. The 11th Engineers
also fought in the Lys Defensive (Hundred Days Offensive), and during the
Saint-Mihiel (Battle of Saint-Mihiel) and Argonne-Meuse Campaigns. He was
cited for "specially meritorious services" and received decorations not only
from the United States, but also from Great Britain, France, Belgium and
the state of New York.
Parsons founded the firm that became Parsons Brinckerhoff, one of the largest
American civil engineering firms.
Wikipedia (2013-04-13)

Publications (verified Library of Congress
catalog)Turnouts: exact formulae for their determination, together with
practical and accurate tables for use in the field. New
York, Engineering news publishing company, 1884. 39pp.Track, a complete manual of maintenance of way, according to the latest
and best practice of leading American railroads. New York, Engineering
news publishing company, 1886. 111 ppAn American engineer in China, New York, McClure, Phillips & co.,
1900. 321 pp. The American engineers in France. New York, London, D. Appleton, 1920.
429 pp.

Pilcher, JohnBorn 1868; died 1949
(Glancey). Locomotive designer
with Henley on Norfolk & Western Railroad. Involved
with 2-6-6-4 and 2-8-8-2 compounds for heavy coal haulage. Patents: US
1940697Locomotive boiler structure (applied 20 October 1930;
published 26 December 1933); US 1816912 Supports for locomotive
air pumps, etc (applied 19 November 1928; published 4 August 1931)

Player, JohnBorn in England in 1860. Taken to America in 1868, but father died
in 1870 and returned to England, but by 1881 was a special apprentice in
the Pennsylvania Railroad's drawing office in Altoona. By 1887 he was Senior
Designer at the Brooks Locomotive Works in Dunkirk in New Jersey, a firm
with which he stayed until after it became the American Locomotive Co. In
1885 Brooks supplied the Pennsylvanai Railroad with a locomotive with Belpaire
boiler: by 1892 Brooks was supplying Player/Belpaire boilers or Patent Belpaire
boilers. A patent for this type was applied for on 18 August 1892 and USP
499,587 was granted on 13 June 1893. Patent claimed type was resistant to
sagging and the advantages of longer and more flexible stays. No reference
was made to improved in circulation or in reduction of stress.Cook, A.F. Raising
steam on the LMS: the evolution of LMS locomotive boilers. 1999.
Part of the complex RCTS History of LMS locomotives.

Pond, Clarence E.Born in Wakefield, Virginia on 17 February 1902; died in Punta Gorda,
Florida on 1 November 1991. Educated at the Virginia Polytcyhnic Institute
aand joined the Roanoke Shops as a special apprentice. His whole career was
spent on the Norfolk & Western Railway where an attempt was made to extend
the life of steam traction. He became Superintendent of Motive Power in 1953
and thus is associated with Jawn Henry, which was a coal-burning steam
turbine electric locomotive with a Babcock & Wilcox power house water
tube boiler. He was Chairman of the ASME Railroad Division. He was
a Methodist. (off Internet) and
Locomotive Mag,. 1954, 60,
116

Porta, Livio DanteWikepedia entry: born Rosario, Argentina on 21 March 1922 and died
on 10 June 2003. Other than his brief involvement in the American Coal Enterprise
Project during the 1980s he spent his whole life in the Argentibe. Applied
Chapelon principles to existing locomotive stock of the Argentinian State
Railways. His modification (including his version of the Chapelon exhaust,
the 'Kylpor') increased the capacity of the standard 2-6-2T to that of the
2-6-4T type. His modified 4-8-0 also registered a significant increase of
power output. Porta's experimental 'gas producer' firebox admitted most air
above the fuel bed; the latter was at a low (dull red) temperature, most
of the combustion taking place above the fire, in the combustion space. His
most outstanding work was on the Rio Turbio 750mm coal carrying railway in
bleak Southern Patagonia where a huge increase in haulage capacity was achieved
on the line's 2-10-2 locomotives. See Steam locomotive development in
Argentinaits contribution to the future of railway technology in the
under-developed countriesJ. Instn Loco. Engrs, 1969,.
59, 205-56.

Quayle, Robert Master Mechanic, of the Milwaukee, Lake Shore & Western Railway
built a temporary locomotive test plant at Kaukauna in 1894. He became
Superintendent of Motive Power on tjhe Chicago & North Western and built
a permanent test plant in Chicago. Adrian
Tester. Backtrack, 2013, 27, 180.

Randolph, Epes Born in Lunenburg, Virginia, on 16 August 1856; died in
Tucson, Arionza, on 22 August 1921. Began his career in 1876 as a construction
engineer, surveying six railroads in Kentucky, Alabama, Tennessee, Mississippi,
Georgia and Texas. His drive and efficiencv brought him to the notice of
C.P. Huntlngton who entrusted him with the construction
of a bridge to carry the Chesapeake & Ohio Railraod across the Ohio River
from Kovington, Kentucky, into Cincinnati, In 1894 he had to retire to recover
from tuberculosis, but at the same time supervised const of another bridge
across the Ohio from Louisville to Jeffersonville, acquired by the C &
O. In 1901 he was transferred to Los Angeles to build and to operate the
Padfic Electric Railway. After two years as vice president and general rnanager
he was forced by ill health to return to Arizona, establishing his headquarters
at Tucson. In 1895 he joined the Southern Pacific Railroad as superintendent
of the line in Arizona In 1905 he became responsible for preventing destruction
of the Imperial Valley when the Colorado River broke through irrigation works
into the Salton Sink in California. By April 1906 it was flowing at the rate
of 4,000 million ft3 of water a day, flooding the Southern Pacific
main line. After several attempts, by dumping rock faster than it could be
washed away, he succeeded on 10 February 1907 and so saved the SP main line
and the Imperial Valley for irrigation and agricultural development It was
one of the greatest works of its kind ever accomplished.
Marshall. .

Reid,. [Sir] Robert Gillespie Born in Coupar Angus, Perthshire, in 1842; died Montreal 3 June 1908.
Began as a stonemason's apprentice. In 1865 he went to Australia where he
was successful in the gold fields. In 1871 he went to America where he undertook
the building of the international bridge across the Niagara near Buffalo.
In 1872 he built the bridges between Montreal and Ottawa on the Montreal,
Ottawa & Quebec Railway, which became part of the CPR. He built the bridge
over the Colorado River at Austin, Texas; all iron and masonry bridges west
from San Antonio on the Southern Pacific; the international bridge across
the Rio Grande between Texas and Mexico in 1882; and the railway bridge across
the Delaware River at Water Gap, Pennsylvania. During construction of the
CPR Reid undertook the building of the heaviest section round the north of
Lake Superior. He erected permanent and temporary bridges on 250 miles of
line east of Port Arthur, and built the Lachine bridge over the St Lawrence.
In 1887 he built the Soo bridge, and then 86 miles of the CPR Sudbury branch.
He then moved to Canada where he built a bridge across the Great Narrows
at Cape Breton, and in 1889 he contracted with the Newfoundland Government
to build the Hall's Bay Railway, 262 miles, completed in 1893. He then undertook
the Western Railway from Port au Basque on the west coast, 250 miles, completed
in 1897. In 1898 he contracted with the government to operate all trunk and
branch lines in the island for fifty years, paying $1 million for the reversion
of the whole lines at the end of that period, and receiving additional land
concessions, amounting to about 4½m acres, thus becoming one of the
largest land proprietors in the world. He also con tracted to build eight
steamers for passengers and freight. He took over the dry dock in St John's
harbour and the whole of the land telegraph lines throughout the island.
These interests combined to form the Reid Newfoundland Co of which Reid was
the first president. Created Knight Bachelor 1907.
Marshall.

Rogers, Frank AlexanderDied in Buenos Aires on 30 July 1942, aged 72. He was educated in
New Orleans and whilst serving his apprenticeship in the Southern Pacific
Railway worlshops at New Orleans, took an International Correspondence Course
in Mechanical Engineering. In 1893, at the age of 23, he went to Central
America as a Machinist and Locomotive Engineer to the Guatemala Central Rly.
Eighteen months later he took on contract work, erecting Sugar Mill Machinery
in Nicaragua. After this was completed he continued private contract work
until August, 1896, when he went to Chili (Chile) as a foreman on the State
and Anglo Nitrate Rlys. In 1905 he became Master Mechanic and Assistant to
the Locomotive Superintendent on the Cerro de Pasco and Central Peruvian
Rlys., Peru. In 1909 he joined the Galena Signal Oil Co. and from 1913 to
1922 was chief of their South American Export Dept., afterwards being appointed
chief of the Service Dept., working chiefly in the Argentina and Uruguay
until he retired in 1939. ILocoE obituary

Rogers, John D.Had been in charge of motive power on the Virginia Railroad. but later
moved to Baldwin Locomotive Works, Member of ILocoE following WW1: presumably
selling Baldwin products in Europe.
Contributed to Sir Seymour Tritton's Presidential Address.
J. Instn Loco. Engrs., 1926,
16, 757.
Patent: USP 1,175,299 Combustion chambers for locomotives Granted
7 January 1915

Rogers, ThomasBorn Groton, Connecticutt on 16 March 1792 and died New York 19 April
1856. (Marshall) Parallels with Charles
Bayer and the Manchester engineers in that Rogers had a background in textile
engineering before founding the Rogers Locomotive Works in 1837. In 1849
he adopted the link motion; in 1850 the wagon-top boiler was invented and
in 1854 the I-section coupling rod. The Rogers company supplied 6300 locomotives
before being absorbed by the American Locomotive Company in 1905.
H.M. Le Fleming (Concise
encyclopaedia).

Sanderson, Richard Philip Charles Born in Britain in 1859; died in Moylans, Philadelphia on 11 July
1942. His early education was received at the Royal Institution School at
Liverpool and later in Kassel, Germany. He served his apprenticeship as a
shipbuilder with Laird Bros., at Birkenhead. For a time he nas with a millwright
engineering firm in Manchester and then migrated to America. His first job
was with the Delamater Iron Works, New York, and then he joined the Norfolk
and Western Railway, rising from draughtsinan to Inspector, Travelling Engineer,
Master Mechanic and Asst. Superintendent of Motive Power. His next appointments
were Assistant Mechanic Superintendent on the Atchison, Topeka and Santa
Fe Rly.; Superintendent of Motive Power of Seaboard Air Line; Superintendent
Motive Power of Virginian Rly. Works Manager of Baldwin Loco. Works, and
finally British representative of the Baldwin Locomotive W'orks in the U.S.A.
Sanderson was for many years a valuable member of the Council of this Institution
of Locomotive Engineers where his many friends had a high regard for his
opinion and efforts to keep them informed on modern American locomotive practice.
He endeared himself to a large circle of friends in Britain who felt his
return to the U.S.A. in 1930. He was made an Hon. Member of the Institution
in 1931 in recognition of his past services.
Paper 52;

Shaw, Henry F.Unlike many non-standard designs, the Shaw 4-cylinder engine proved
quite capable. Shaw himself proudly notes the evaporation of skepticism when
the Hinkley product proved more than capable of running from Boston to Providence
with an express train in less than 1 hour (44 miles). Regular runs on the
Fitchburg and on the Camden & Atlantic showed the engine's ability to
make time at reduced vibration levels and the Shaw won a gold medal at the
1883 Chicago Fair of Railway Appliances. He also? designed an oscillating
cylinder locomotive (Scientific American via Internet). See also
Loco. Rly Carr. Wagon Rev., 1928,
34, 146 and Macnair Backtrack,
2012, 26, 756.

Sillcox, Lewis Ketcham Born at Germantown, Pa., on 30 April 1886, son of George
Washington and Georgiana (Parker) Sillcox. He received his early schooling
at Trinity School, New York City, and in 1903 was graduated from L'ecole
Polytechnique, Brussels, Belgium. He then served an apprenticeship with the
New York Central and Hudson River Railroad from 1903 until 1907, and from
1907-1909 became shop supervisor for the McSherry Manufacturing Company,
at Middletown, Ohio. From 1909 until 1912 he was shop engineer for the Canadian
Car & Foundry Company, Montreal, Canada, having charge of passenger and
freight car construction with mechanical electrical work on lighting systems
of steam railway sleeping cars and other passenger cars, as well as for street
tramways. In 1912 Sillcox became mechanical engineer for the Canadian Northern
Railway System in charge of car and locomotive works, during which time the
initial steps were taken in the electrification of the Montreal Tunnel. Four
years later he was appointed mechanical engineer for the Illinois Central
Railroad System, Chicago, in the mechanical department. From 1918 until 1927
he was assistant general superintendent of Motive Power and General
Superintendent of Motive Power for the Chicago, Milwaukee & St. Paul
Railway, Chicago, in charge of mechanical and electrification departments.
In 1927 Sillcox was appointed assistant to the president and in 1929 was
elected vice president of the New York Air Brake Company, Watertown. Sillcox
served as chairman of the Mechanical Division, American Railway Association,
during 1926-27; member of the Standardization Committee, A.S.M.E., 1928-33;
member of the Executive Committee, Mechanical Division, American Railway
Association during 1921-27; member of the American Railway Association Committee
on Electric Rolling Stock during 1920-27; and member of the Committee on
Shops and Power Plants, American Railway Engineering Association during 1922-31.
From 1923 until 1931 Sillcox was a lecturer at Harvard University, and he
is a member of the Institution of Electrical Engineers, London, England.
He also belongs to the American Standards Association Council and is chairman
of the Standardization Committee, American Society of Mechanical Engineers.
Mastering momentum is.available in electronic format and was reproducedf
in the Locomotive Mag., 1940,
46, 219

Smith, Vernon L.Author of One man's locomotives
(an expensive autobiography unlikely to be seen in bookless Norfolk).
But available in New Zealand (see letter from
Paul Mahoney in Backtrack, 2014,
28, 701) who gives some information relating to the application
of poppet valves in the USA from this illusive source. The following comes
from Amazon: author began his career firing locomotives in the iron ore area
of Minnesota, then worked as an engineering apprentice at a major car builder,
as a designer at Lima Locomotive in the Super Power era, at Franklin Railway
Supply (developers of poppet-valve gears), at the Pennsylvania Railroad during
the development of the T1 steamer, on the Santa Fe, and finally 22 years
with the Chicago Belt Railway where he rose to be in charge of the company's
motive power. Includes a full chapter and appendices related to poppet valve
locomotives, including the PRR T1 and the AT&SF No. 3752. Illustrated
throughout with black and white photos as well as detailed schematic
drawings.

Souther, JohnBorn in Boston, Massachusetts, in 1814; died in Newton, Boston, on
12 September 1911. Began as a ship's carpenter. In 1840 he was engaged by
Holmes Hinkley as a pattern maker and was probably
responsible for the design of Hinkley's first locomotive. In 1846 he started
his own machine shop in Boston, building locomotives, sugar mill machinery
and steam excavators. For a period Zerah
Colburn worked with him as chief draughtsman. In 1852 he established
a precedent. by reducing working time from 12 to 10 hrs a day. Strikes followed
which forced other firms to do the same. Also, in 1852, Souther went to Richmond,
Virginia to manage the locomotive shop of Tredegar Iron Works. Returned to
Boston in 1854 and began at the new Globe Wks where he built locomotives
until 1864. Built inside-cylinder locomotives until 1853, but was then forced
to adopt more progressive designs. .
Marshall .

Stanford, Leland Born Watervliet in New York State on 9 March 1824; died Palo Alto,
California on 21 June 1893. Began work by helping his father to farm. Left
school at 12 and was then taught at home for three years. Continued his education
at Clinton liberal Institute and at Cazenovia, New York. In 1845 he began
to study law, and within three years was admitted to the bar. On 30 September
1850 he married Jane Elizabeth Lathrop of Albany. In 1852 Stanford was in
California where he ran a store at Michigan Bluff and entered politics being
elected governor of California from 1861 to 1863. He became interested in
the transcontinental railroad and helped organize the Central Pacific Railroad
in 1861. Work began at Sacramento in January 1863. In April Stanford as governor
signed four Acts which gave great assistance to the enterprise, enabling
it to raise capital. In 1863, on expiry of his term of office, Stanford gave
his full time to railroad construction. He was president and director of
the Central Pacific from the beginning until his death in 1893. He was director
of the Southern Pacific Co. between 1885 and 93 and president from 1885-90.
He was director of the Southern Pacific Railroad in 1889 and 1890. While
Huntington was financial representative, purchasing
agent and chief lobbyist in the east, and Crocker
took charge of construction, Stanford handled finandal affairs and looked
after political interests of the Central Pacific in the west. The Central
Pacific was not the best route and was not particularly well built. The later
Feather River route of the Western Pacific Railroad was better, with lower
grades and less snow. The Central Pacific was built almost entirely with
public funds and was thereby less risk to Stanford and his associates. After
completion of the Central Pacific on 10.5.1869 by its junction with the Union
Pacific near Ogden, Utah, Stanford was committed to a railroad career. His
business resources were devoted to development of his railroad properties.
He acquired terminal facilities for the Southern Pacific and Central Pacific
on San Francisco Bay. The unity of management of the Central Pacific and
Southern Pacific contributed greatly to their success. In 1871 he purchased,
the competing California Pacific Railroad Co from Sacramento to Vallejo.
The San Francisco & San Jose Railroad had been acquired earlier, and
he organized the SPRR, incorporated in 1870, to construct a line from San
Francisco to the Colorado River. With connecting companies under the same
contract it provided a through line from San Frandsco to New Orleans. With
Huntington and others he organized the amalgamtion of the Central Pacific
and Southern Pacific in 1884. His later political activities as senator from
1885 were more in the way of satisfying his own vanity, and did nothing to
further his reputation. He did however provide funds which led to the
establishment of Stanford University.
Marshall

Stevens, JohnBorn in New York in 1749. Died in Hoboken on 6 March 1838. Powell
called him "Farher of American railroads. Developed vertical boilers and
steamboats. He patented a multitubular boiler and built a steamboat with
screw propellers. On 6 February 1815 the State of New Jersey passed the first
American railroad Act to connect Trenton to Rariton, near New Brunswick.
He was responsible for establishing the Pennsylvania Railroad. In 1825 he
designed and built a steam locomotive which ran on a circular track on his
estate at Hoboken. Marshall. Macnair
in article on cog transmission spells name Stephens!Backtrack,
2017, 31, 710.

Stevens, Robert LivingstonBirth and death in Hoboken, New Jersey: 18 October 1787 to 20 April
1856. Son of John Stevens (above). Educated privately; later assisted his
father in his experimental engineering on steamboats including the
Juliana which began operation between New York and Hoboken on 1 October
1811, thus establishing the world's first steam ferry system. He was now
wholly occupied in naval architecture, and in the next 25 years designed
and had built over 20 steamboats and ferries incorporating many inventions
and improvements. In 1830, on the establishment of the Camden & Amboy
Rialroad & Transportation Co, he was elected president and engineer.
Also in 1830, as did Allen, Whistler and McNeill he went to England to study
locomotives and to purchase one and to order iron rails. On the way he designed
the flat-bottomed rail section (commonly attributed to Vignoles) and, after
difficulties, he had this rolled in England. At the same time he designed
the rail spike and the fish plate and the necessary bolts and nuts. He bought
the Stephenson Planet type locomotive John Bull which, on its trial
trip driven by Stevens at Bordentown, New Jersey, on 12 November 1831,
inaugurated the first steam railway service in New Jersey. During the next
fifteen years he divided his time between railways and steam navigation.
In the railroad shops at Hoboken he devised a double-slide cut-off for
locomotives, designed and built locomotives of several types, improved boilers,
and was successful in burning anthradte in locomotives. During the war of
1812 he had designed arms and ammunition for naval vessels. Stevens never
married and was prominent in musical circles in New York and Hoboken.
Marshall..

Stewart, Alexander Forrester Born in Black River, Richmond, Nova Scotia, on 8 January 1864; died
Halifax, Nova Scotia, on 30 October 1937. Educated at Pictou Academy,
Nova Scotia, and Dalhousie University, and received scientific training at
McGill University. Entered service of CPR in 1887 and worked on pioneer railway
construction in the west. Between 1895 and 1906 he worked in South Africa,
working on surveys and construction in Natal, Transvaal, Zululand and Cape
Colony. During the Boer War he worked on the Imperial Military Railways in
the Transvaal. During 1903-6 he worked on surveys and maintenance for the
Cape Government Railways. He returned to Canada in 1906 to work with the
Canadian Northern Railway until its incorporation in the CNR system. In 1920
he was appointed chief engineer of the CNR Atlantic Division. He retired
in 1932.

Strobridge, James Harvey Born in Albany in Vermont on 23 April 1827; died Hayward, California,
on 27 July 1921. Aged 16 he obtained employment as a trackIayer on the Boston
& Fitchburg Railroad and later built two miles of line on the Naughatuck
Railroad, Connecticutt. In 1849 he went to California, with the 'forty-niners',
and worked in agriculture, freighting and mining. In 1863 he worked on the
San Frandsco & San Jose Railroad. In 1864 he joined the Central Pacific
on which he was soon in charge of the entire construction. He was determined
to drive the line through the Sierra Nevada in the shortest possible time,
he organized supply routes and bases and drove the summit tunnel through
in a year, a third of the time estimated. As a result of his efforts the
CP drove right into Utah, seven years ahead of schedule, to meet and pass
the Union Pacific graders who went on constructing 225 miles of parallel
grading because no point of junction had been established and each company
was receiving $48,000 a mile in Federal loans. After completion of the line
in 1869 he settled on a farm near Hayward, using this as a base from which
he directed his contracts. About 1877 he took over the work on the SP Los
Angeles-New Orleans route which he completed in 1883. He also built the line
from Mojave to Needles and, in 1883, began the line up the Sacramento River
Canyon towards Oregon. In 1889 he retired to his farm.
Marshall..

Strong, George S. Introduced in America new locomotive types much in advance of their
time, but remarkable portents of the shape of things to come. In 1885-86
he introduced the first of the 4-4-2, 4-6-2 and 2-10-2 types. Amongst novel
features were twin circular corrugated fireboxes in a wide casing and vertical
grid-iron valves operated by valve gear of the Hackworth type. His engines
suffered from the combination of too many new and untried devices. Lacks
any vital statistics..

Strong, William Barstow Born in Brownington, Orleans Co, Vermont on 16 May 1837; died Los
Angeles on 3 August 1914. Educated in public schools and graduated from Bell's
Business College, Chicago, in 1855. Began his railroad career as a station
agent and telegraph operator at Milton, Wisconsin, in March 1855. During
the next twelve years he worked on the Milwaukee & St Paul Railroad,
later Chicago, Milwaukee, St Paul & Pacific Railroad. In 1867 he became
general western agent of the Chicago & NWR with headquarters at Council
Bluffs, Iowa. Worked in various other positions until 1875 when he became
general superintendent of the Chicago, Burlington & Quincy Railroad.
In 1877 he transferred to the Atchison, Topeka & Santa Fe Railroad which
was then a small concern of 786 miles, nearly all in Kansas. By the time
of his resignation, as president, in 1899, the mileage had grown to 6,960,
working through from Chicago to the Pacific. He retired to a farm near Beloit
His last seven years were spent in Los Angeles.
Marshall..

Swinburne, WilliamBorn in Brooklyn, New York, in about 1805; died Paterson, New Jersey
in 1883. Settled in Paterson in 1833, and by 1835 was employed by
Thomas Rogers as a pattern maker and assisted in the
construction of Roger's first locomotive, Sandusky, in 1837. In 1848
he joined Samuel Smith of Paterson to form the locomotive works of Swinburne,
Smith & Co. In 1851 he became independent and built some of the first
long-bogie, level-cylinder 4-4-0s, establishing a standard American design.
In 1855 he built some 4-4-0s for the Chicago & Alton Railway, with cylinders
behind the bogie. In the commercial panic of 1857 the works closed and the
plant was sold to the New York & Erie Railroad for use as a repair shop.
Swinburne retired and took up civic work in Paterson.
Marshall.

Thomson, John Edgar Born in Springfield Township, Delaware Co, Pennsylvania on 10
February 1808; died Philadelphia on 27 May 1874. Descended from a Quaker
family. His father was a civil engineer and was engaged in constructing the
Delaware & Chesapeake Canal. After little formal education he worked
with his father on engineering projects and became member of a team surveying
a railway from Philadelphia to Columbia on which he became assistant engineer.
In 1830 he was given charge of a division of the Camden & Arnboy Railrroad.
On its completion he visited Europe to study railway transport and British
civil and mechanical engineering practice. He returned to the USA in 1832
and was appointed chief engineer of the Georgia Railrroad for a line from
Augusta to Atlanta. He remained with this company for fifteen years, becoming
famous as an engineering authority. In 1849 the PRR was incorporated to build
a railroad from Harrisburgh to Pittsburgh to bypass the old Portage Railroad
and canals. Thomson was appointed chief engineer and located the line through
the Alleghenies with the famous Horseshoe Curve and with practicable gradients.
It was opened in February 1854. Meanwhile, in 1852, Thomson had
been made president. Through his dealings the PRR came into possession of
the entire 'State Works', 278 miles of canals and 117 miles of railroad and
all equipment, for $7,500,000. His determination to expand the system led
in 1856 to the arnalgamation of various western lines into the Pittsburgh,
Fort Wayne & Chicago Railway which was leased to the PRR in 1869. In
1870-1 the Pennsylvania Co was formed to take over the property west of
Pittsburgh. Through Thomson's negotiations in 1871 the PRR reached New York
by the lease of the United Cos of New Jersey, 456 miles of railroad and 65
miles of canal. In 1869 he decided upon an independent line from Baltimore
to Washington, and in 1873 he effected a connection with the Southern States
by a one sixth interest in the S R Security Co. In 1870 Thomson was instrumental
in establishing the American Steamship Co under the patronage of the PRR,
thereby making Philadelphia a transatlantic port.
Marshall.

Tye, William FrancisBorn in Haysville, Ontario, Canada, on 5 March 1861. Educated at Ottawa
College, and School of Practical Sdence, Toronto, 1878-81. In 1882 he entered
the service of the CPR until 1885 when he was engaged as transitman and assistant
engineer on the construction of the line from Winnipeg to British Columbia
and, in 1886-7, on the St Paul, Minneapolis & Manitoba Railway, Montana
extn. In 1887 he was in Mexico, first as track and bridge engineer on the
Mexican Central Railway, and then as mining engineer. For the next two years
he was successively divisonal engineer on the Great Falls & Canada Railway
in Montana, and on the Great Northern Railway in charge of construction west
of the Cascade Range in Washington. In 1895 he was chief engineer of the
Kaslo & Slocan Railway, British Columbia, and of the Columbia & Western
Railway, British Columbia, from 1896-9. In 1900 he became chief engineer
of construction, in 1903 assistant chief engineer , and in 1904 chief engineer
of the CPR. In 1906 he retired from that office and practised as consulting
engineer. He was at one time president of the Sterling Coal Co. In 1926 he
left Canada and travelled extensively throughout Europe. In the course of
one of his train journeys he was seized with sudden illness and he died in
Paris on 9 January 1932. .
Marshall. .

Vanderbilt, Comelius Born in Port Richmond on Staten Island, New York on 27 May 1794; died
in New York on 4 January 1877. His grave is in the Moravian Cemetery
in New Dorp on Staten Island see Humm
J. Rly Canal Hist. Soc., 2015, 38, 252 (he also notes
Vanderbilt University in Nashville Tennessee). His paternal ancestors, van
der Bilt, were Dutch and settled in Long Island in 1670-1700. His father
farmed and operated a boat and Vanderbilt lacked formal education,
but when about 16 he bought a small sailing boat and began a freight and
passenger ferry between Staten Island and New York City. On 19 December 1813
he married his cousin Sophia Johnson. In the war of 1812 his business grew
and he soon had several boats and was trading up the Hudson river and along
the coast from New England to Charleston. In 1818 he entered a shipping business
on the New York-Philadelphia route. In 1829 Vanderbilt and his large family,
moved to New York where he established a shipping line on the Hudson river,
eliminating competitors by rate cutting. He greatly improved the size and
comfort of the river vessels and became a millionaire. In the gold rush of
1849 he developed a new shorter route to California via Nicaragua and captured
most of the traffic. His career as a railraod promoter began in 1862 when
he became president of the New York & Harlem Railroad; next gained control
of the Hudson River Railroad and in 1867 of the New York Central. He spent
$2m on improvements, and in 1869 united the two as the New York Central &
Hudson River Railroad. In 1873 he leased the Harlem Railroad to it In 1873
he gained control of the Lake Shore & Michigan Southern Railway and in
1875 the Michigan Central Railroad and Canada Southern Railway, so creating
one of the greatest American railway systems. In his last years he had a
stabilizing influence on American finance, and in the panic of 1873 he built
the Grand Central terminal in New York City, with four-track approaches,
giving employment to thousands of men. His great-grandson Comelius (see below)
became a locomotive engineer on the NYC. John
Marshall

Vanderbilt, Comelius Born in New York on 5 September 1873; died Miami Beach on 1 March
1942. One of seven children of Comelius Vanderbilt and Alice Claypoole (Gwynne)
and great-grandson of Comelius Vanderbilt (above). Educated privately and
at St Paul's School, Concord, New Hampshire; Yale University, where he gained
a mechanical engineering degree 1899. Whilst at college he frequented the
New York Central shops and design department to study locomotive engineering.
Disregarding family opposition he married Grace Wilson on 3 August 1896 and
so forfeited his inheritance on the death of his father in 1899. Nevertheless
he could not be described as poor. Partial reconciliation was achieved by
his sister Gertrude, but not until 1926 was the family breach healed. The
Vanderbilts led a brilliant social life. In Germany he was friendly with
Kaiser Wilhelrn, and they entertained Prince Henry of Russia when he visited
New York in 1902. They also entertained Kings Edward VII and George V of
England on their yacht during frequent visits before WW1. In 1919 they were
hosts to King Albert and Queen Bizabeth of Belgium. Meanwhile Vanderbilt
was devoting ever more time to locomotive and mechanical engineering. He
patented over thirty devices for improving locomotives and freight cars including
several which brought him large royalties. One of the most important was
a circular corrugated firebox for locomotives, resembling that introduced
by Lentz (qv) in Germany in 1888, dispensing with stays. He patented this,
with a tapered boiler, in 1899. It was adopted by the Missouri Pacific and
Baltimore & Ohio Railroads before the NYC took it up. About a dozen such
boilers were made and were fitted to 2-6-0, 4-6-0 and 2-8-0 types, but the
grate area was too small to sustain high steaming rates and the boilers were
soon discarded. He also invented a cylindrical tank car for oil and a cylindrical
locomotive tender, and made many improvements and refinements of detail in
other types of equipment. Le
Fleming noted that Vanderbilt became a generic for boilers and tenders
of these patterns. On his frequent visits abroad Vanderbilt studied the London
and Paris underground railway systems and realized that New York would need
subway systems and he associated with August Belrnont in organizing the
Interborough Rapid Transit Co. to construct the first New York subway. His
business activities were constantly broadening and by the early 20th century
he was a member of boards of directors of many important corporations, including
railroads, banks and insurance companies. He made himself familiar with every
aspect of the businesses. His expanding activities lessened the time available
for railway engineering, but he maintained his interest. Besides all these
interests he also became a soldier, becoming an officer in the New York National
Guard, and remained in its service 33 years. After the Villa raids on the
Mexican frontier in 1916 Vanderbilt served at the border and was made Colonel
in command of the 22nd Engineers. In WW1 he served overseas and in 1918 was
commissioned Brigadier General in command of the 25th Infantry Brigade. He
continued to serve in reserves until 1935 when he asked to be relieved because
of his business interests. He received the DSM of the USA and many other
military distinctions. His favourite recreation was yachting and he owned
several vessels. In his schooner yacht Atlantic, bought in 1922, he
won a trans-Atlantic race for a cup from the
Kaiser.John Marshall

Van Horne, Sir William Cornelius Born in Will County, Illinois on 3 February 1843; died in Montreal
on 11 Sepember 1915. First of five children of Cornelius Covenhoven Van Horne
and his second wife Minier (Richards). His father's ancestors were Dutch.
He was educated by his mother and at school in Joliet, Illinois. His father
died in 1854. When 14 he became a telegraph operator with the Illinois Central
Railroad later with the Michigan Central. He enlisted in the Civil War but
was released for railway work. In 1862 Van Horne transferred to the Chicago
& Alton Railroad as ticket agent and operator in Joliet: in 1864 train
dispatcher on the C & A at Bloomington; 1868 superintendent of telegraph;
1870 superintendent of transport. In 1872 became general superintendent of
a subsidiary line, the St Louis, Kansas City & Northern Railway. His
success led to his appointment as general manager and later president of
the Southern Minnesota Railroad with offices at La Crosse, where under his
leadership the railroad was brought out of receivership in 1877. In 1879
he returned to the Chicago & Alton as general superintendent, soon moving
to the Chicago, Milwaukee & St Paul as general superintendent. On the
recommendation of James J Hill of the Great Northern Van Horne was appointed
to take charge of the construction of the CPR, moving to Winnipeg on 31 December
1881. He carried the project through to completion in 1886, serving 1881-4
as general manager and 1884-8 as vice president, becoming president in 1888.
Until his resignation because of ill health on 12 June 1899, he controlled
the expansion of the CPR. Following return to health he visited Cuba in 1900,
where, with G.M, Dodge, he initiated construction of the Cuba Railroad, 350
miles long, through the eastern provinces of the island. It opened on 1 December
1902. He next moved to Guatemala where, in 1903, he undertook to direct
construction of the last 65 miles of a railway from Puerto Barrios to Guatemala.
After delays it was completed in January 1908. He was also connected with
many other industrial enterprises. Returning from his last trip to Cuba in
June 1915 he was stricken with fever and died in Montreal.
Marshall

Vauclain, Samuel MatthewsBorn Philadephia on 18 May 1856 and died Rosemont, Pennsylvania on
4 February 1940. Shortly after his birth his father, Andrew Vauclain,
formerly employed by M.W. Baldwin ,founder of the
Baldwin Locomotive Works, entered the service of the PRR and moved to Altoona.
There the son was brought up in railway surroundings and when 16 entered
the Altoona shops of the PRR as an apprentice. When 21 he was appointed foreman
in the frame shop. In 1882 he was sent to the Baldwin works to inspect some
locomotives then being built for the PRR and as a direct outcome was offered
a position in those works. In July 1883 he became superintendent of
Baldwin's Seventeenth Street shops. Three years later he was appointed general
superintendent of the plant In 1896 he became a member of Burnham WiIliams
& Co, at that time proprietors of the works. In 1911, the company having
been incorporated in the Baldwin Locomotive Works, Vauclain was made a vice
president, becoming a senior vice president two years later. In 1929 he
relinquished the presidency to G.H. Houston and was elected chairman of the
board. During his 57 years association with Baldwin Works Vauclain was
responsible for many technical developments in the design and construction
of locos. Marshall's excellent
concise biography. H.M. Le Fleming (Concise
encyclopaedia) noted that he was responsible for several patents
on compounding notably one where the high and low piston rods connected to
common cross-heads. H.A.V. Bulleid's
biography of his father includes a "bread and butter letter" from Vauclain
to Ivatt thanking him for his hospitality at Doncaster in 1906. A four crank
version arrived later. By 1907 two thousand compounds had been built and
sold to his designs. In 1930 he wrote a ghosted autobiography called
Steaming up with assistance of Earl Chapin May (New York: Brewer &
Warren).
Vauclain was the inventor of the system of locomotive compounding named after
him. In 1889 he produced his famous four-cylinder compound design in which
the high and low pressure piston rods on both sides of the engine were connected
to common crossheads, driving two cranks. It was first tested in 1891. Later
four-crank arrangements were produced. Up to 1907 over 2,000 Vauclain compounds
were built. In 1905 he designed a srnokebox superheater. Other developments
for which he was largely responsible were the first ten-coupled heavy goods
engine, a huge 2-10-0 supplied in 1886 to the Dom Pedro II Railroad of Brazil,
the wagon-top boiler for the Denver & Rio Grande Railroad, and the first
2-8-2, supplied to the Japanese Railways in 1897, hence the name Mikado.
In 1892 he built his first engine to bum lignite fuel, for south-western
USA Besides locomotive design, Vauclain also introduced new methods connected
with their construction and sale. Shortly after becoming general superintendent
of the Baldwin works he introduced the hydraulic forge for the production
of driving wheel centres. A few years later he decided to reduce the idle
time of machines by introducing the then novel principle of double-shift
working. He also fitted machines for individual motor driving, so much ahead
of the time as to arouse the ridicule of his friend George Westinghouse.
He was an outstanding salesman. Once he sold $15m worth of locomotives and
machinery to the Roumanian government, payment being made in 60 monthly
instalments in cash or oil. He sold the oil to the British government at
a good profit At the time of his death he was serving on the boards of several
banks and insurance companies and a director of 7 engineering and allied
works, subsidiaries of the Baldwin Co. Also on the boards of Westinghouse
Electric & Mfr Co and the Westinghouse Electric International Co. S M
Vauclain, Steaming Up, 1930 (autobiography); Baldwin Loco Works, The
History of Baldwin Loco Wks. 1924 (incorporated in: Fred Westing, The Locomotives
that Baldwin Built, New York, 1966).Le Fleming noted that Vauclain
was responsible for many of the beautifully proportioned and elegantly designed
Pennsylvania classes which in turn had considerable influence on modem American
locomotive design.

Vogt, Axel S.Born in Sweden in about 1849; died in USA on 11 November 1921. He
joined the Pennsylvania Railroad in 1874 and was appointed mechanical engineer
at Altoona in March 1887 succeeding John W. Cloud who
had served since the death of John B. Collin, mechanical
engineer from 1866 until his death on 20 March 1886. Vogt experimented with
oil fuel on a locomotive in the Pittsburgh division in 1887 and established
with Dr Charles B Dudley that 1lb of oil was equivalent
in heating value to 1¾1b of coal, but the costs at that time made the
use of oil uneconomic, although the experiment was a success. In 1888 Vogt
obtained a Webb 3-cylinder compound 2-2-2-0 of LNWR
design, No 1320 Pennsylvania, from Beyer, Peacock & Co, Manchester.
It was similar to the Dreadnought
class, with 6ft 3in driving wheels, uncoupled. It was reported to be
'of very superior workmanship but starting troubles led to its withdrawal
in 1897, by which time it had an American type cab. Vogy adopted the Belpaire
firebox which thereafter became standard on the PRR. In 1892 the PRR completed
the Juniata shops just east of Altoona, with a capacity for building 150
locomotives per year. Two experimental 4-4-0s and two 4-6-0s were obtained,
one of each, from Baldwin and ALCO in the same year, to establish the ability
of larger and heavier designs to meet increasing traffic. Progressively larger
engines continued to emerge from the shops, all of handsome appearance. In
1898-9 the large H5 and H6 2·8-0 classes were built.. The first of his
famous 4-4-2s, the El class, were built in 1899. They had driving cabs mounted
halfway along the boiler, and broad fireboxes. The larger E2 class, of more
conventional appearance, followed in 1901 and the E3a in 1902. Following
the example of the GWR in England, in 1904 the PRR obtained a de Glehn 4-cy1inder
compound 4-4-2 from SACM in France. It was thoroughly tested on the new
locomotive testing plant designed and installed in 1904 under Vogt, and the
results led to the design of the large E28 class (BaIdwin) and E29 class
(ALCO) balanced compound 4-4-2s, two of each, in 1905. The success of the
wide firebox led to its application to freight engines of the H6a class of
1902 and H6b of 1905, built by Baldwin and the PRR. The H6b was the first
PRR type to have Walschaerts valve gear which thereafter became standard.
To handle the ever heavier passenger trains an experimental 4-6-2 was obtained
from ALCO in 1906. Its success led to the design at Fort Wayne in 1910 of
the K2 class 4-6-2: in 1913 it was redesigned with superheater, becoming
class K3s. The superheater now became standard on all new PRR designs. Vogt's
final designs were large, powerful engines which became the basis of standard
designs used until the end of steam power on the Pennsylvania Railroad. The
remarkable E6s 4-4-2s were among the largest Atlantics ever built, and the
famous K4s Pacific of 1914, based on the E6s, became the standard Pennsylvania
Railroad express engine. Vogt retired on 1 February 1919, but continued in
an advisory capacity in the Baldwin Locomotive Works, Philadelphia, until
his death two years later. His work had a profound influence on the development
of American steam loco design. Alvin F. Staufer, Pennsy Power, 1962;
Paul T. Warner, Locomotives of the Pennsylvania Railroad, 1834-1924.,
1959. (checked LC OPAC)
(Marshall)

Wallis. James T.The steam locomotive development of the last thirty-five years : lecture
by J.T. Wallis, Assistant Vice-President, Pennsylvania Railroad before the
faculty and students of the Princeton School of Engineering, delivered at
Princeton, N.J., May 8, 1928 in the Cyrus Fogg Brackett course of lectures.
Locomotives e´lectriques. The post of Chief of Motive Power was held
by James T. Wallis (1920-1927),

Whistler, George WashingtonBorn Fort Wayne, Indiana on 19 May 1800; died St Petersburg, Russia,
7 April 1849. Educated at West Point. At an early age showed skill in drawing.
Began in the army, employed in topographical work, establishing the boundary
between Canada and the USA between Lake Superior and Lake of the Woods. Later
he spent much time as engineer 'on loan' by the government to civil projects.
In connection with survey of the Baltimore & Ohio RR he was sent to England
in November 1828 with his friend W G McNeill to
study railway construction, and in May 1829 they returned to begin work on
the B & O. His next major work was the Paterson & Hudson River RR,
later part of the Erie system. During this period he married McNeill's sister,
Ann Matilda, and in 1834 a son, James Abbot McNeill Whistler, was born at
Lowell, Mass, later to become the famous American artist (died 1903). From
1834-7 he was superintent of the Locks & Canals Machine Shop, Lowell,
building locomotives of Stephenson Planet type. He then surveyed the Concord
RR (later part of the Boston & Maine) and moved on to the New York,
Providence & Boston, then the Western RR which, as chief engineer, he
carried across the Berkshire mountains from Worcester to Albany, 156 miles,
completed in 1841. For this line he adopted the unsuccessful 0-8-0 Crabs
of Ross Winans. He was responsible for the introduction
of the locomotive whistle in the USA. In 1842 he was invited by Tsar Nicholas
I to survey and build the railway from Moscow to St Petersburg. For this
he adopted a gauge of 5ft, then standard for many early lines in USA, and
this became established as the standard gauge throughout Russia, while in
USA the 5ft gauge lines were all rebuilt to standard gauge. Construction
of the 420 mile railway began in 1844. It was one of the straightest lines
of its length ever built. It proved to be his undoing. The work became protracted
and late in 1848 he was a victim of an epidemic of cholera and he died the
following April, a year before the railway was completed.
John Marshall. Also C.F. Dendy Marshall.
A note on Whistler the American Engineer.
Trans. Newcomen Soc., 1926,
7, 126 which notes that was father of the artist James McNeill
Whistler.

Williams, Clement ClarenceFollowing in the footsteps of his elder brother, Americus, a
mathematician, Williams spent much of his career in academia. (Americus was
a teacher for thirty-five years and vice-president of Valparaiso University.)
Williams graduated with degrees in civil engineering from the University
of Illinois in 1907 and the University of Colorado in 1909. He would eventually
return to each with positions on the faculties of Civil and Railroad Engineering;
and served as head of the department of civil engineering at the University
of Illinois. Williams was the Dean of the College of Engineering at the
University of Iowa.
Though he focused much of his time and career on educating young engineers,
Williams was well-known in the field of structural engineering. He specialized
in designing plants for the production of explosives and was the supervising
engineer for the War Department in WW1. He wrote several books on the subject
of civil engineering including Design of a railway location
(reviewed Locomotive Mag.,
1917, 23, 194), Design of masonry structures and foundations,
and Building an engineer career.
In addition Williams was a member of the American Association for the Advancement
of Science, a trustee of the Carnegie Foundation for the Advancement of Teaching,
and elected into the Newcomen Society of England for promoting the study
of the history of technology. After his tenure at Lehigh, Williams returned
to Wisconsin, where he died in 1947 a day before his 65th birthday.

Winans, RossBorn Sussex Count, NJ, on 17 October 1796 and died Baltimore, Md on
11 April 1877. Became interested in railways in 1828 and joined Knight and
McNeill on journey to England to study developments there. Briefly Engineer
to the Baltimore & Ohio Railroad. Manager of the firm Gillingham &
Winans and took charge of the Mount Clare workshops of the B&O. Major
innovator: claimed first bogie passenger coach in world. In 1842-4 built
"Mud Digger" 0-8-0 locomotive and in 1848 first Camel 0-8-0 with wide firebox
to burn anthracite. Marshall see also
Loco Profile 9 by Brian Reed.
Ahrons The British Steam
Railway Locomotive 1825-1925 p. 285 notes that Ross Winnans was using
petticoat blast pipes for wood burning locomotives as early as 1848. Patented
a feedwater heater in 1837: US Patent 309 of 29 July 1837
(Willans Locomotive Mag., 1921,
27, 20)

Winans, Thomas de KayBorn in Vernon, NJ; died in 1878. Eldest son of Ross Winans (above).
Partner with Joseph Harrison and Eastwick in construction of rolling stock
for Moscow to St Petersburg Railway. On return from Russia assisted in design
of two experimental locomotives: Centipede (first 4-8-0) of 1855 and Celeste,
a high speed 4-4-0 tested on the Reading RR.
Marshall

Woodward, William E.Chief engineer at Lima and responsible for introducing the concept
of Super power in the 1920s. Born Utica (NY) on 18 November 1873 and died
24 March 1942 (Marshall). Educated
Cornell University. Worked at Baldwin, Dickson and Schenectady prior to the
Alco amalgamation. Trained at Dickson Mfg Co, Scranton, Pa (merged with ALCO
1901). From 1915, together with Samuel G. Allen, chairman, and W.L. Reid,
vice president of manufacturing, he reorganized the Lima Works, transforming
it from a small manufacturer of Shay geared locomotives and light machinery
into a great industrial works. His main contribution to the development of
'Lima Super Power' was increased boiler capacity and higher steam pressure.
His first high horsepower 2-8-2 incorporating his principles was delivered
to the NYC in 1922. It weighed barely 2% more than the conventional NYC 2-8-2
but gave 17% more power. In the next 2 years 300 more similar engines were
built. In 1925 he developed what became known as the 'Super Power' loco.
This was the first 2-8-4 to be built. The trailing truck, fitted with booster,
carried a huge firebox with a grate area of 100ft2. Its success
led to its acceptance as a new standard of high-power locomotive design and
it was followed in 1925 by the 2-10-4, in 1926 by the 4-8-4 and in 1927 by
the 4-6-4 express passenger type. In 1925-9 seventy Super Power' 2-10-4s
were built for the Texas & Pacific RR. The last of the 'Super Power'
2-8-4s was built for the Nickel Plate Road in 1949 and was the last Lima
steam loco. See Backtrack, 2001,
15, 554.

Wootten, John E.Born in 1822 and died in 1898
(Marshall) Best known for the
Wootten wide firebox, John E. Wootten was general manager of the Philadelphia
& Reading Railroad in the 1870s, a period when many designers were trying
to find away to burn local anthracite in locomotive fireboxes. Milholland
(see p. 239) had had little success in this endeavour, but Z. Colburn devised
a wide firebox that extended over the frames, and this was improved by master
mechanic Charles Graham of the Lackawanna Railroad. Wootten took this firebox
and added a combustion chamber, and it was this combination of Colbum firebox
with Wootten's combustion chamber that was patented as the Wootten Firebox.
The firebox was very wide and shallow, and had water tubes in the grate (although
these were not essential to the concept). It was very successful in burning
anthracite waste, which is why it was popular among Pennsylvanian railroads.
Due to its size and shape, it was frequently associated with the 'camelback'
layout (see Winans, p. 80). The first example appeared in 1877, and a 4-6-0
with this firebox was on show at the 1878 Paris Exhibition. See also
Loco Profile 9 by Brian Reed.

Worthington, Henry Rossiter Born New York City on 17 December 1817; died 17 December 17 1880).
Several inventions leading to the perfection of the direct steam pump (1845-55),
patented the duplex steam pump (1859), and built the first duplex waterworks
engine, widely adopted and used for more than 75 years. He established a
pump manufacturing plant, New York City, in 1859. He was a key founder of
the American Society of Mechanical Engineers in 1880

Wright, BenjaminBorn Wetherfield, Connecticutt on 10 October 1770; died New York City
24 August.1842. Canal and early railway engineer. Began canal engineering
in 1792 and became chief engineer of the Erie Canal, begun 1816 and completed
1825-7, and of the St Lawrence Canal in 1823. Many early American engineers
were trained under him, including John B Jervis). Also engineer for the Delaware
& Hudson Canal and, from 1828-31, of the Chesapeake & Ohio Canal.
He was consulting engineer for surveys for the New York & Erie Railroad;
Harlem RR, NY; and railways in Virginia, Illinois and Cuba. His son Benjamin
H. Wright became a civil engineer and completed several projects reported
on by his father. Marshall..

Young, Otis W.Young valve gear was invented by an employee of the C&NW named
O.W. Young. This valve gear was first applied to a steam locomotive on the
Grand Trunk in 1915. Young valve gear eliminated the need for the eccentric
crank. It took advantage of the quartering of the drivers by using the piston
rod motion on one side of the locomotive to control the steam valves on the
other side of the locomotive. As a result, it was said to have put less dynamic
loads on the main driver. It was also purported to produce better valve timing
events which resulted in more power. Young valve gear was used on Union Pacific
4-8-2s and 2-10-2s